Transport Industry Quotes

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The public is often accused of being disconnected from its military, but frankly it's disconnected from just about everything. Farming, mineral extraction, gas and oil production, bulk cargo transport, logging, fishing, infrastructure construction—all the industries that keep the nation going are mostly unacknowledged by the people who depend on them most.
Sebastian Junger (Tribe: On Homecoming and Belonging)
And my car back then, a Studebaker as I recall, was powered, as are most of all means of transportation and other machinery today, and electric power plants and furnaces, by the most abused, addictive, and destructive drugs of all: fossil fuels. When you got here, even when I got here, the industrialized world was already hopelessly hooked on fossil fuels, and very soon now there won't be any left. Cold turkey. Can I tell you the truth? I mean this isn't the TV news is it? Here's what I think the truth is: We are all addicts of fossil fuels in a state of denial. And like so many addicts about to face cold turkey, our leaders are now committing violent crimes to get what little is left of what we're hooked on.
Kurt Vonnegut Jr. (A Man Without a Country)
They knew that their anarchism was the product of a very high civilization, of a complex diversified culture, of a stable economy and a highly industrialized technology that could maintain high production and rapid transportation of goods. However vast the distances separating settlements, they held to the ideal of complex organicism.
Ursula K. Le Guin (The Dispossessed (Hainish Cycle, #6))
We’ve arranged a global civilization in which most crucial elements—transportation, communications, and all other industries; agriculture, medicine, education, entertainment, protecting the environment; and even the key democratic institution of voting—profoundly depend on science and technology. We have also arranged things so that almost no one understands science and technology. This is a prescription for disaster. We might get away with it for a while, but sooner or later this combustible mixture of ignorance and power is going to blow up in our faces.
Carl Sagan (The Demon-Haunted World: Science as a Candle in the Dark)
Farming, mineral extraction, gas and oil production, bulk cargo transport, logging, fishing, infrastructure construction—all the industries that keep the nation going are mostly unacknowledged by the people who depend on them most.
Sebastian Junger (Tribe: On Homecoming and Belonging)
All that remains of the garden city in our own day are traffic-free enclaves, islands in a sea of traffic where the pedestrian leads a legally protected by languishing existence, comparable to that of the North American Indians on their reservations...In reality the modern urbanist regards the city as a gigantic centre of production, geared to the efficient transport of workers and goods, to the accommodation of people and the storage of wares, to industrial and commercial activity. The rest, that is to say creativity, life, is optional and comes under the heading of recreation and leisure activities.
Tom McDonough (The Situationists and the City: A Reader)
Western Civilization was responsible for a paradigm shift in history. It created the industrial and scientific revolutions that enabled the birth of a transportation, communications and knowledge revolution unprecedented in the 5 billion year history of this planet. Unfortunately this revolution took place amidst a moral vacuum at the very top of the power structure. It is as if a three year old child had been given control over both a candy story and a shotgun. He was able to use the shotgun to get all the candy he wanted but he had no idea what to do next. Whenever somebody tried to tell him too much candy was bad for him, he shot the person who said that.
Benjamin Fulford
if you have ever wondered why horse-drawn carriages and dogsleds are far more common modes of travel than sheep-dragged sleighs, it is because sheep are not well-suited for employment in the transportation industry.
Lemony Snicket (The End (A Series of Unfortunate Events, #13))
This historic general election, which showed that the British are well able to distinguish between patriotism and Toryism, brought Clement Attlee to the prime ministership. In the succeeding five years, Labor inaugurated the National Health Service, the first and boldest experiment in socialized medicine. It took into public ownership all the vital (and bankrupted) utilities of the coal, gas, electricity and railway industries. It even nibbled at the fiefdoms and baronies of private steel, air transport and trucking. It negotiated the long overdue independence of India. It did all this, in a country bled white by the World War and subject to all manner of unpopular rationing and controls, without losing a single midterm by-election (a standard not equaled by any government of any party since). And it was returned to office at the end of a crowded term.
Christopher Hitchens
If you really want to be right (or at least improve the odds of being right), you have to start by acknowledging your fallibility, deliberately seeking out your mistakes, and figuring out what caused you to make them. This truth has long been recognized in domains where being right is not just a zingy little ego boost but a matter of real urgency: in transportation, industrial design, food and drug safety, nuclear energy, and so forth. When they are at their best, such domains have a productive obsession with error. They try to imagine every possible reason a mistake could occur, they prevent as many of them as possible, and they conduct exhaustive postmortems on the ones that slip through. By embracing error as inevitable, these industries are better able to anticipate mistakes, prevent them, and respond appropriately when those prevention efforts fail.
Kathryn Schulz (Being Wrong: Adventures in the Margin of Error)
When foreign military spending [bombing Korea and Vietnam] forced the U.S. balance of payments into deficit and drove the United States off gold in 1971, central banks were left without the traditional asset used to settle payments imbalances. The alternative by default was to invest their subsequent payments inflows in U.S. Treasury bonds, as if these still were “as good as gold.” Central banks have been holding some $4 trillion of these bonds in their international reserves for the past few years — and these loans have financed most of the U.S. Government’s domestic budget deficits for over three decades. Given the fact that about half of U.S. Government discretionary spending is for military operations — including more than 750 foreign military bases and increasingly expensive operations in the oil-producing and transporting countries — the international financial system is organized in a way that finances the Pentagon, along with U.S. buyouts of foreign assets expected to yield much more than the Treasury bonds that foreign central banks hold.
Michael Hudson (The Bubble and Beyond)
Two large trials of antioxidants were set up after Peto’s paper (which rather gives the lie to nutritionists’ claims that vitamins are never studied because they cannot be patented: in fact there have been a great many such trials, although the food supplement industry, estimated by one report to be worth over $50 billion globally, rarely deigns to fund them). One was in Finland, where 30,000 participants at high risk of lung cancer were recruited, and randomised to receive either ß-carotene, vitamin E, or both, or neither. Not only were there more lung cancers among the people receiving the supposedly protective ß-carotene supplements, compared with placebo, but this vitamin group also had more deaths overall, from both lung cancer and heart disease. The results of the other trial were almost worse. It was called the ‘Carotene and Retinol Efficacy Trial’, or ‘CARET’, in honour of the high p-carotene content of carrots. It’s interesting to note, while we’re here, that carrots were the source of one of the great disinformation coups of World War II, when the Germans couldn’t understand how our pilots could see their planes coming from huge distances, even in the dark. To stop them trying to work out if we’d invented anything clever like radar (which we had), the British instead started an elaborate and entirely made-up nutritionist rumour. Carotenes in carrots, they explained, are transported to the eye and converted to retinal, which is the molecule that detects light in the eye (this is basically true, and is a plausible mechanism, like those we’ve already dealt with): so, went the story, doubtless with much chortling behind their excellent RAF moustaches, we have been feeding our chaps huge plates of carrots, to jolly good effect. Anyway. Two groups of people at high risk of lung cancer were studied: smokers, and people who had been exposed to asbestos at work. Half were given 3-carotene and vitamin A, while the other half got placebo. Eighteen thousand participants were due to be recruited throughout its course, and the intention was that they would be followed up for an average of six years; but in fact the trial was terminated early, because it was considered unethical to continue it. Why? The people having the antioxidant tablets were 46 per cent more likely to die from lung cancer, and 17 per cent more likely to die of any cause,* than the people taking placebo pills. This is not news, hot off the presses: it happened well over a decade ago.
Ben Goldacre (Bad Science)
We are dealing, then, with an absurdity that is not a quirk or an accident, but is fundamental to our character as people. The split between what we think and what we do is profound. It is not just possible, it is altogether to be expected, that our society would produce conservationists who invest in strip-mining companies, just as it must inevitably produce asthmatic executives whose industries pollute the air and vice-presidents of pesticide corporations whose children are dying of cancer. And these people will tell you that this is the way the "real world" works. The will pride themselves on their sacrifices for "our standard of living." They will call themselves "practical men" and "hardheaded realists." And they will have their justifications in abundance from intellectuals, college professors, clergymen, politicians. The viciousness of a mentality that can look complacently upon disease as "part of the cost" would be obvious to any child. But this is the "realism" of millions of modern adults. There is no use pretending that the contradiction between what we think or say and what we do is a limited phenomenon. There is no group of the extra-intelligent or extra-concerned or extra-virtuous that is exempt. I cannot think of any American whom I know or have heard of, who is not contributing in some way to destruction. The reason is simple: to live undestructively in an economy that is overwhelmingly destructive would require of any one of us, or of any small group of us, a great deal more work than we have yet been able to do. How could we divorce ourselves completely and yet responsibly from the technologies and powers that are destroying our planet? The answer is not yet thinkable, and it will not be thinkable for some time -- even though there are now groups and families and persons everywhere in the country who have begun the labor of thinking it. And so we are by no means divided, or readily divisible, into environmental saints and sinners. But there are legitimate distinctions that need to be made. These are distinctions of degree and of consciousness. Some people are less destructive than others, and some are more conscious of their destructiveness than others. For some, their involvement in pollution, soil depletion, strip-mining, deforestation, industrial and commercial waste is simply a "practical" compromise, a necessary "reality," the price of modern comfort and convenience. For others, this list of involvements is an agenda for thought and work that will produce remedies. People who thus set their lives against destruction have necessarily confronted in themselves the absurdity that they have recognized in their society. They have first observed the tendency of modern organizations to perform in opposition to their stated purposes. They have seen governments that exploit and oppress the people they are sworn to serve and protect, medical procedures that produce ill health, schools that preserve ignorance, methods of transportation that, as Ivan Illich says, have 'created more distances than they... bridge.' And they have seen that these public absurdities are, and can be, no more than the aggregate result of private absurdities; the corruption of community has its source in the corruption of character. This realization has become the typical moral crisis of our time. Once our personal connection to what is wrong becomes clear, then we have to choose: we can go on as before, recognizing our dishonesty and living with it the best we can, or we can begin the effort to change the way we think and live.
Wendell Berry (The Unsettling of America: Culture and Agriculture)
For years and years, even during the time of my first visit in 1962, it has been said that Calcutta was dying, that its port was silting up, its antiquated industry declining, but Calcutta hadn't died. It hadn't done much, but it had gone on; and it had begun to appear that the prophecy has been excessive. Now it occurred to me that perhaps this was what happened when cities died. They don't die with a bang; they didn't die only when they were abandoned. Perhaps, they died like this: when everybody was suffering, when transport was so hard that working people gave up jobs they needed because the fear the suffering of the travel; When no one had clean water or air; No one could go walking. Perhaps city died when they lost amenities that cities provided, the visual excitement, the heightened sense of human possibility, and became simply places where there were too many people, and people suffered.
V.S. Naipaul
We just haven’t yet discovered the political will, economic might, and cultural flexibility to install and activate them, because doing so requires something a lot bigger, and more concrete, than imagination—it means nothing short of a complete overhaul of the world’s energy systems, transportation, infrastructure and industry and agriculture. Not to mention, say, our diets or our taste for Bitcoin. The cryptocurrency now produces as much CO2 each year as a million transatlantic flights.
David Wallace-Wells (The Uninhabitable Earth: A Story of the Future)
Westerners came in with guns, they made the native governments sign agreements not to raise their import tariff over 5 percent and in one case 8 percent. Japan didn’t get free from that tariff until the 20th century. In China and in the Ottoman Empire they didn’t get rid of it until well in the 20th century. And this 5 percent tariff made it impossible for them to keep European industrial goods out and preserve the handicraft of their own peasantry. Well, now, the transportation and communication revolution requires capital. Where are they going to get it? There is no development ahead of it which would provide it. It requires labor. Where are they going to get that? Their economic system, their agricultural system, is already producing hardly enough. Well, the way they got these skilled technologists, where they got these inventions, where they got the capital was, of course, from Europe, generally by borrowing it and building railroads and so forth. But they were not paying for it themselves.
Carroll Quigley (Carroll Quigley: Life, Lectures and Collected Writings)
By 1900, a small white minority radiating out from Europe would come to control most of world’s land surface, imposing the imperatives of a commercial economy and international trade on Asia’s mainly agrarian societies. Europeans backed by garrisons and gunboats could intervene in the affairs of any Asian country they wished to. They were free to transport millions of Asian labourers to far-off colonies (Indians to the Malay Peninsula, Chinese to Trinidad); exact the raw materials and commodities they needed for their industries from Asian economies; and flood local markets with their manufactured products. The peasant in his village and the market trader in his town were being forced to abandon a life defined by religion, family and tradition amid rumours of powerful white men with a strange god-on-a-cross who were reshaping the world- men who married moral aggressiveness with compact and coherent nation-states, the profit motive and superior weaponry, and made Asian societies seem lumberingly inept in every way, unable to match the power of Europe or unleash their own potential.
Pankaj Mishra (From the Ruins of Empire: The Revolt Against the West and the Remaking of Asia)
The age of centralized, command-and-control, extraction-resource-based energy sources (oil, gas, coal and nuclear) will not end because we run out of petroleum, natural gas, coal, or uranium. It will end because these energy sources, the business models they employ, and the products that sustain them will be disrupted by superior technologies, product architectures, and business models. Compelling new technologies such as solar, wind, electric vehicles, and autonomous (self-driving) cars will disrupt and sweep away the energy industry as we know it.
Tony Seba (Clean Disruption of Energy and Transportation: How Silicon Valley Will Make Oil, Nuclear, Natural Gas, Coal, Electric Utilities and Conventional Cars Obsolete by 2030)
The Saudis considered the petroleum under their soil a gift from God, but accessing its value laid within man’s capacity. Until the Saudis developed the capabilities themselves, they would simply import the human capital they needed to make that petroleum valuable. This meant importing Aramco to run the oil industry, IBI and, later, other companies to build modern cities and transportation, and even American financial advisors to create a modern banking system. The trick was to buy what they did not have from the outside, and then to make it their own.
Ellen R. Wald (Saudi, Inc.: The Arabian Kingdom's Pursuit of Profit and Power)
Clark Air base in Angeles City is a hub of commerce. The streets teem with industrious Filipinos hustling to make a living. Rusty cars and trucks clog narrow streets and honk their horns with abandon. Jeepneys ferry passengers around town for only a few pesos and serve as public transportation. The jeepney is the official vehicle of the Philippines. Jeepneys are long, open-sided jeeps and have bench seats for passengers. The best jeepneys are very ornate, their hoods festooned with a multitude of fancy chrome horses and ornaments, multihued streamers, and hand-operated rubber-bulb horns. Safety standards are third-world-relaxed in the PI, and jeepney drivers casually smoke cigarettes while they sit with plastic containers of gasoline nestled between their feet. The clear plastic jugs have a tube that connects to the engine and serves as the jeepney’s improvised gas tank, making it easier for the driver to monitor and conserve fuel. Jeepneys are not the only transportation available. Small, sidecar-equipped motorcycles called tricycles, also serve as cheap taxis, crowding the streets near popular establishments. The alleys are lined with side-by-side food stalls, and street vendors occupy every corner.
William F. Sine (Guardian Angel: Life and Death Adventures with Pararescue, the World's Most Powerful Commando Rescue Force)
the tech revolution means more comforts for everyone. It means easier communication, education, transportation, and work. Technology equalizes opportunity in important ways. Much of this is good. But it also fuels a cult of efficiency, a fetish for tools, and a lopsided focus on the future. It fosters boredom with the past. It feeds self-interest. It transfers huge wealth to a new, highly secular leadership class. It punishes many workers in traditional industries. It renders, or seems to render, the “supernatural” obsolete. And with its power to manipulate and propagandize, it reshapes our political life.
Charles J. Chaput (Strangers in a Strange Land: Living the Catholic Faith in a Post-Christian World)
The same thing, notes Brynjolfsson, happened 120 years ago, in the Second Industrial Revolution, when electrification—the supernova of its day—was introduced. Old factories did not just have to be electrified to achieve the productivity boosts; they had to be redesigned, along with all business processes. It took thirty years for one generation of managers and workers to retire and for a new generation to emerge to get the full productivity benefits of that new power source. A December 2015 study by the McKinsey Global Institute on American industry found a “considerable gap between the most digitized sectors and the rest of the economy over time and [found] that despite a massive rush of adoption, most sectors have barely closed that gap over the past decade … Because the less digitized sectors are some of the largest in terms of GDP contribution and employment, we [found] that the US economy as a whole is only reaching 18 percent of its digital potential … The United States will need to adapt its institutions and training pathways to help workers acquire relevant skills and navigate this period of transition and churn.” The supernova is a new power source, and it will take some time for society to reconfigure itself to absorb its full potential. As that happens, I believe that Brynjolfsson will be proved right and we will start to see the benefits—a broad range of new discoveries around health, learning, urban planning, transportation, innovation, and commerce—that will drive growth. That debate is for economists, though, and beyond the scope of this book, but I will be eager to see how it plays out. What is absolutely clear right now is that while the supernova may not have made our economies measurably more productive yet, it is clearly making all forms of technology, and therefore individuals, companies, ideas, machines, and groups, more powerful—more able to shape the world around them in unprecedented ways with less effort than ever before. If you want to be a maker, a starter-upper, an inventor, or an innovator, this is your time. By leveraging the supernova you can do so much more now with so little. As Tom Goodwin, senior vice president of strategy and innovation at Havas Media, observed in a March 3, 2015, essay on “Uber, the world’s largest taxi company, owns no vehicles. Facebook, the world’s most popular media owner, creates no content. Alibaba, the most valuable retailer, has no inventory. And Airbnb, the world’s largest accommodation provider, owns no real estate. Something interesting is happening.
Thomas L. Friedman (Thank You for Being Late: An Optimist's Guide to Thriving in the Age of Accelerations)
I arrived at this conclusion partly because, like most people who have latterly concluded that membership of the European Union provided the United Kingdom with rather more benefits than problems, I didn’t have particularly strong convictions about the issue until after the decision to leave it had been taken. The more I read and researched as part of the preparation for my show, the more I realised how sketchy my previous understanding had been. And when ‘no deal’ began to seem possible, speaking to people in the transport and haulage industries who understood precisely how catastrophic it would be left me as embarrassed as I was shocked.
James O'Brien (How To Be Right… in a World Gone Wrong)
Etatism by no means aims at the formal transformation of all ownership of the means of production into State ownership by a complete overthrow of the established legal system. Only the biggest industrial, mining, and transport enterprises are to be nationalized; in agriculture, and in medium- and small-scale industry, private property is nominally to continue. Nevertheless, all enterprises are to become State undertakings in fact. Owners are to be left the title and dignity of ownership, it is true, and to be given a right to the receipt of a 'reasonable' income, 'in accordance with their position'; but, in fact, every business is to be changed into a government office and every livelihood into an official profession.
Ludwig von Mises (The Theory of Money and Credit)
His thought about the bird halts as the CRAB in his wrist glows. CRAB—Conservable RNA Augmented Body, the faithful servant for a citizen, as the advertisements from the World Government say. This parasitic bio-computer, installed in his left wrist, bears his identity. A hologram projects on it when he fists that hand near his chest. A text message visible in his inbox: You’re missing the Independence Day Speech, auto-signed with Ren. Yuan ignores it. The next text plays in his brain when he is not looking at the CRAB: Come on! The war-hero can’t miss the speech in Alphatech when the war hero himself is its owner! Ren. Yuan doesn’t reply to Ren Agnello, the CEO of Alphatech—the world’s leading transport and robotics industry, of which the Monk is the founder. Well, one of the two founders.
Misba (The High Auction (Wisdom Revolution, #1))
The compact disc manufacturing process started with a digital master tape, transported from the studio under heavy security. This tape was cloned in a clean room using a glass production mold, then locked away in a secure room. Next, the replication process began, as virgin discs were stamped with the production mold into bit-perfect copies. After replication, the discs were lacquered and sent to packaging, where they were “married” to the jewel cases, then combined with liner notes, inlays, booklets, and any other promotional materials. Certain discs contained explicit lyrics, and required a “Parental Advisory” warning sticker, and this was often applied by hand. Once finished, the packaged discs were fed into a shrink-wrapper, stacked into a cardboard box, and taken to inventory to await distribution to the music-purchasing public.
Stephen Witt (How Music Got Free: The End of an Industry, the Turn of the Century, and the Patient Zero of Piracy)
Conceive a world-society developed materially far beyond the wildest dreams of America. Unlimited power, derived partly from the artificial disintegration of atoms, partly from the actual annihilation of matter through the union of electrons and protons to form radiation, completely abolished the whole grotesque burden of drudgery which hitherto had seemed the inescapable price of civilization, nay of life itself. The vast economic routine of the world-community was carried on by the mere touching of appropriate buttons. Transport, mining, manufacture, and even agriculture were performed in this manner. And indeed in most cases the systematic co-ordination of these activities was itself the work of self-regulating machinery. Thus, not only was there no longer need for any human beings to spend their lives in unskilled monotonous labour, but further, much that earlier races would have regarded as highly skilled though stereotyped work, was now carried on by machinery. Only the pioneering of industry, the endless exhilarating research, invention, design and reorganization, which is incurred by an ever-changing society, still engaged the minds of men and women. And though this work was of course immense, it could not occupy the whole attention of a great world-community. Thus very much of the energy of the race was free to occupy itself with other no less difficult and exacting matters, or to seek recreation in its many admirable sports and arts. Materially every individual was a multi-millionaire, in that he had at his beck and call a great diversity of powerful mechanisms; but also he was a penniless friar, for he had no vestige of economic control over any other human being. He could fly through the upper air to the ends of the earth in an hour, or hang idle among the clouds all day long. His flying machine was no cumbersome aeroplane, but either a wingless aerial boat, or a mere suit of overalls in which he could disport himself with the freedom of a bird. Not only in the air, but in the sea also, he was free. He could stroll about the ocean bed, or gambol with the deep-sea fishes. And for habitation he could make his home, as he willed, either in a shack in the wilderness or in one of the great pylons which dwarfed the architecture even of the American age. He could possess this huge palace in loneliness and fill it with his possessions, to be automatically cared for without human service; or he could join with others and create a hive of social life. All these amenities he took for granted as the savage takes for granted the air which he breathes. And because they were as universally available as air, no one craved them in excess, and no one grudged another the use of them.
Olaf Stapledon (Last and First Men)
If a society, a city, or a territory, were to guarantee the necessaries of life to its inhabitants (and we shall see how the conception of the necessaries of life can be so extended as to include luxuries), it would be compelled to take possession of what is absolutely needed for production; that is to say — land, machinery, factories, means of transport, etc. Capital in the hands of private owners would be expropriated and returned to the community. The great harm done by bourgeois society, as we have already mentioned, is not only that capitalists seize a large share of the profits of each industrial and commercial enterprise, thus enabling them to live without working, but that all production has taken a wrong direction, as it is not carried on with a view to securing well-being to all. For this reason we condemn it. Moreover, it is impossible to carry on mercantile production in everybody’s interest. To wish it would be to expect the capitalist to go beyond his province and to fulfill duties that he cannot fulfill without ceasing to be what he is — a private manufacturer seeking his own enrichment. Capitalist organization, based on the personal interest of each individual trader, has given all that could be expected of it to society — it has increased the productive force of work. The capitalist, profiting by the revolution effected in industry by steam, by the sudden development of chemistry and machinery, and by other inventions of our century, has endeavoured in his own interest to increase the yield of work, and in a great measure he has succeeded. But to attribute other duties to him would be unreasonable. For example, to expect that he should use this superior yield of work in the interest of society as a whole, would be to ask philanthropy and charity of him, and a capitalist enterprise cannot be based on charity.
Pyotr Kropotkin (The Conquest of Bread (The Kropotkin Collection Book 1))
It never ceases to amaze me how many Christians, in the North and the South, continue to refer to the former as the “developed” and the latter as the “developing” world. When we in the South use this term to describe ourselves, we are evaluating ourselves by a set of cultural values that are alien to our own cultures, let alone to a Christian world-view! All our normative images and yardsticks of “development” are ideologically loaded. Who dictates that mushrooming TV satellite dishes and skyscrapers are signs of “development”? Who, apart from the automobile industry and the advertising agencies, seriously believes that a country with six-lane highways and multi-story car-parks is more “developed” than one whose chief mode of transport is railways? Does the fact that there are more telephones in Manhattan, New York, than in the whole of sub-Saharan Africa, mean that human communication is more developed in the former than the latter?
Vinoth Ramachandra (Gods That Fail, Revised Edition: Modern Idolatry and Christian Mission)
Man, attracted by the treasure that the victory over the whale might afford him, has troubled the peace of their immense solitary abodes, violated their refuges, sacrificed all those which the icy, unapproachable polar deserts could not screen from his blow; and the war he has had made on them has been especially cruel because he has seen that it is large catches that make his commerce prosperous, his industry vital, his sailors numerous, his navigators daring, his pilots experienced, his navies strong and his power great. Thus it is that these giants among giants have fallen beneath his arms; and because his genius is immortal and his science now imperishable, because he has been able to multiply without limit the imaginings of his mind, they will not cease to be the victims of his interest until they have ceased to exist. In vain do they flee before him; his art will transport him to the ends of the earth; they find no sanctuary except in nothingness.
Bernard-Germain de La Cépède
If we look at the way an industrial producer creates new products, we see a long list of trials and errors and eventually improvement in quality at a lower cost. Urban policies and strategies, by contrast, often do not follow this logic; they are often repeated even when it is well known that they failed. For instance, policies like rent control, greenbelts, new light rail transports, among others, are constantly repeated in spite of a near consensus on their failure to achieve their objectives. A quantitative evaluation of the failure of these policies is usually well documented through special reports or academic papers; it is seldom produced internally by cities, however, and the information does not seem to reach urban decision makers. Only a systematic analysis of data through indicators allows urban policies to be improved over time and failing policies to be abandoned. But as Angus Deaton wrote: 'without data, anyone who does anything is free to claim success.
Alain Bertaud (Order Without Design: How Markets Shape Cities)
If you ever hear the words conventional and wisdom conjoined, reject them. Because if it is conventional, it isn’t wisdom. And if it’s wisdom, it isn’t conventional. —Herb Kelleher How has Southwest been able to attain uncommon results in the worst industry in capitalism? The company has succeeded by being unconventional. Herb likes to tell the story of how a Washington think tank told the company that it would not be able to survive without six of the “keys to success” that other carriers have used. Southwest followed none of those keys to success. At every point of Southwest’s history, the company has successfully challenged industry norms. Southwest differed from the competition because of its low-cost fares. In the 1970s, before deregulation, flying was expensive, because the government controlled the prices. Rollin King and Herb Kelleher’s idea was to provide lower fares and enable a greater number of Americans to fly. Southwest would not be competing with other airlines but with other forms of transportation.
Sean Iddings (Intelligent Fanatics Project: How Great Leaders Build Sustainable Businesses)
To eat responsibly is to understand and enact, so far as one can, this complex relationship. What can one do? Here is a list, probably not definitive: 1. Participate in food production to the extent that you can. If you have a yard or even just a porch box or a pot in a sunny window, grow something to eat in it. Make a little compost of your kitchen scraps and use it for fertilizer. Only by growing some food for yourself can you become acquainted with the beautiful energy cycle that revolves from soil to seed to flower to fruit to food to offal to decay, and around again. You will be fully responsible for any food that you grow for yourself, and you will know all about it. You will appreciate it fully, having known it all its life. 2. Prepare your own food. This means reviving in your own mind and life the arts of kitchen and household. This should enable you to eat more cheaply, and it will give you a measure of “quality control”: You will have some reliable knowledge of what has been added to the food you eat. 3. Learn the origins of the food you buy, and buy the food that is produced closest to your home. The idea that every locality should be, as much as possible, the source of its own food makes several kinds of sense. The locally produced food supply is the most secure, the freshest, and the easiest for local consumers to know about and to influence. 4. Whenever possible, deal directly with a local farmer, gardener, or orchardist. All the reasons listed for the previous suggestion apply here. In addition, by such dealing you eliminate the whole pack of merchants, transporters, processors, packagers, and advertisers who thrive at the expense of both producers and consumers. 5. Learn, in self-defense, as much as you can of the economy and technology of industrial food production. What is added to food that is not food, and what do you pay for these additions? 6. Learn what is involved in the best farming and gardening. 7. Learn as much as you can, by direct observation and experience if possible, of the life histories of the food species. The
Wendell Berry (Bringing it to the Table: Writings on Farming and Food)
By the end of the 1970s, a clear majority of the employed population of Britain, Germany, France, the Benelux countries, Scandinavia and the Alpine countries worked in the service sector—communications, transport, banking, public administration and the like. Italy, Spain and Ireland were very close behind. In Communist Eastern Europe, by contrast, the overwhelming majority of former peasants were directed into labour-intensive and technologically retarded mining and industrial manufacture; in Czechoslovakia, employment in the tertiary, service sector actually declined during the course of the 1950s. Just as the output of coal and iron-ore was tailing off in mid-1950s Belgium, France, West Germany and the UK, so it continued to increase in Poland, Czechoslovakia and the GDR. The Communists’ dogmatic emphasis on raw material extraction and primary goods production did generate rapid initial growth in gross output and per capita GDP. In the short run the industrial emphasis of the Communist command economies thus appeared impressive (not least to many Western observers). But it boded ill for the region’s future.
Tony Judt (Postwar: A History of Europe Since 1945)
The German economic system as it existed before the war depended on three main factors: I. Overseas commerce as represented by her mercantile marine, her colonies, her foreign investments, her exports, and the overseas connections of her merchants; II. The exploitation of her coal and iron and the industries built upon them; III. Her transport and tariff system. Of these the first, while not the least important, was certainly the most vulnerable. The Treaty aims at the systematic destruction of all three, but principally of the first two. I (1) Germany has ceded to the Allies all the vessels of her mercantile marine exceeding 1600 tons gross, half the vessels between 1000 tons and 1600 tons, and one quarter of her trawlers and other fishing boats.[9] The cession is comprehensive, including not only vessels flying the German flag, but also all vessels owned by Germans but flying other flags, and all vessels under construction as well as those afloat.[10] Further, Germany undertakes, if required, to build for the Allies such types of ships as they may specify up to 200,000 tons[11] annually for five years, the value of these ships being credited to Germany against what is due from her for Reparation.[12]
John Maynard Keynes (The Economic Consequences of the Peace)
This revolution in the role of government has been accompanied, and largely produced, by an achievement in public persuasion that must have few rivals. Ask yourself what products are currently least satisfactory and have shown the least improvement over time. Postal service, elementary and secondary schooling, railroad passenger transport would surely be high on the list. Ask yourself which products are most satisfactory and have improved the most. Household appliances, television and radio sets, hi-fi equipment, computers, and, we would add, supermarkets and shopping centers would surely come high on that list. The shoddy products are all produced by government or government-regulated industries. The outstanding products are all produced by private enterprise with little or no government involvement. Yet the public—or a large part of it—has been persuaded that private enterprises produce shoddy products, that we need ever vigilant government employees to keep business from foisting off unsafe, meretricious products at outrageous prices on ignorant, unsuspecting, vulnerable customers. That public relations campaign has succeeded so well that we are in the process of turning over to the kind of people who bring us our postal service the far more critical task of producing and distributing energy.
Milton Friedman (Free to Choose: A Personal Statement)
I also gained a deeper appreciation of what it must have been like for my mother to be in a foreign country unable to speak the language (in her case, unable to read or write any language). As I walked around by myself, however, it was obvious that based on my body language people perceived me as American but at the same time different enough from other Americans that they felt free to come up and ask me all kinds of personal questions about where I came from, what kind of work I did, whether I was married, how many people there were in my family. Back in the 1930s when I asked personal questions like these of a Chinese student at Bryn Mawr, she reprimanded me for being too personal. I’m not sure whether that was because she came from a higher social class or because the revolution has opened things up. I answered their questions as best as I could in my limited Chinese. The ingenuity and energy of the Chinese reminded me of my father, for example, the way that they used bicycles, often transformed into tricycles, for transporting all kinds of things: little children (sometimes in a sidecar), bricks and concrete, beds and furniture. I was amazed at the number of entrepreneurs lining the sidewalks with little sewing machines ready to alter or make a garment, barbers with stools and scissors, knife sharpeners, shoe repairmen, vendors selling food and other kinds of merchandise from carts. Everywhere I went I saw women knitting, as they waited for a bus or walked along the street, as if they couldn’t waste a minute. I had never seen such an industrious people. It was unlike anything that I had witnessed in England, France, the West Indies, Africa, or the United States.
Grace Lee Boggs (Living for Change: An Autobiography)
Yet just eighty years ago it still seemed an impossible mission when U.S. President Herbert Hoover was tasked with beating back the Great Depression with only a mixed bag of numbers, ranging from share values to the price of iron to the volume of road transport. Even his most important metric – the “blast-furnace index” – was little more than an unwieldy construct that attempted to pin down production levels in the steel industry. If you had asked Hoover how “the economy” was doing, he would have given you a puzzled look. Not only because this wasn’t among the numbers in his bag, but because he would have had no notion of our modern understanding of the word “economy.” “Economy” isn’t really a thing, after all – it’s an idea, and that idea had yet to be invented. In 1931, Congress called together the country’s leading statisticians and found them unable to answer even the most basic questions about the state of the nation. That something was fundamentally wrong seemed evident, but their last reliable figures dated from 1929. It was obvious that the homeless population was growing and that companies were going bankrupt left and right, but as to the actual extent of the problem, nobody knew. A few months earlier, President Hoover had dispatched a number of Commerce Department employees around the country to report on the situation. They returned with mainly anecdotal evidence that aligned with Hoover’s own belief that economic recovery was just around the bend. Congress wasn’t reassured, however. In 1932, it appointed a brilliant young Russian professor by the name of Simon Kuznets to answer a simple question: How much stuff can we make? Over the next few years, Kuznets laid the foundations of what would later become the GDP. His
Rutger Bregman (Utopia for Realists: And How We Can Get There)
Indian Express (Indian Express) - Clip This Article at Location 721 | Added on Sunday, 30 November 2014 20:28:42 Fifth column: Hope and audacity Ministers, high officials, clerks and peons now report for duty on time and are no longer to be seen taking long lunch breaks to soak in winter sunshine in Delhi’s parks. Reform is needed not just in economic matters but in every area of governance. Does the Prime Minister know how hard it is to get a passport? Tavleen Singh | 807 words At the end of six months of the Modi sarkar are we seeing signs that it is confusing efficiency with reform? I ask the question because so far there is no sign of real reform in any area of governance. And, because some of Narendra Modi’s most ardent supporters are now beginning to get worried. Last week I met a man who dedicated a whole year to helping Modi become Prime Minister and he seemed despondent. When I asked how he thought the government was doing, he said he would answer in the words of the management guru Peter Drucker, “There is nothing quite so useless as doing with great efficiency something that should not be done at all.” We can certainly not fault this government on efficiency. Ministers, high officials, clerks and peons now report for duty on time and are no longer to be seen taking long lunch breaks to soak in winter sunshine in Delhi’s parks. The Prime Minister’s Office hums with more noise and activity than we have seen in a decade but, despite this, there are no signs of the policy changes that are vital if we are to see real reform. The Planning Commission has been abolished but there are many, many other leftovers from socialist times that must go. Do we need a Ministry of Information & Broadcasting in an age when the Internet has made propaganda futile? Do we need a meddlesome University Grants Commission? Do we need the government to continue wasting our money on a hopeless airline and badly run hotels? We do not. What we do need is for the government to make policies that will convince investors that India is a safe bet once more. We do not need a new government that simply implements more efficiently bad policies that it inherited from the last government. It was because of those policies that investors fled and the economy stopped growing. Unless this changes through better policies, the jobs that the Prime Minister promises young people at election rallies will not come. So far signals are so mixed that investors continue to shy away. The Finance Minister promises to end tax terrorism but in the next breath orders tax inspectors to go forth in search of black money. Vodafone has been given temporary relief by the courts but the retroactive tax remains valid. And, although we hear that the government has grandiose plans to improve the decrepit transport systems, power stations and ports it inherited, it continues to refuse to pay those who have to build them. The infrastructure industry is owed more than Rs 1.5 lakh continued... crore in government dues and this has crippled major companies. No amount of efficiency in announcing new projects will make a difference unless old dues are cleared. Reform is needed not just in economic matters but in every area of governance. Does the Prime Minister know how hard it is to get a passport? Does he know that a police check is required even if you just want to get a few pages added to your passport? Does he know how hard it is to do routine things like registering property? Does he know that no amount of efficiency will improve healthcare services that are broken? No amount of efficiency will improve educational services that have long been in terminal decline because of bad policies and interfering officials. At the same time, the licence raj that strangles private investment in schools and colleges remains in place. Modi’s popularity with ordinary people has increased since he became Prime Minister, as we saw from his rallies in Kashmir last week, but it will not la
Now, it's fair to say, the majority of us don't want to be farmers, see farmers, pay farmers, or hear their complaints. Except as straw-chewing figures in children's books, we don't quite believe in them anymore. When we give it a thought, we mostly consider the food industry to be a thing rather than a person. We obligingly give 85 cents of our every food dollar to that thing, too--the processors, marketers, and transporters. And we complain about the high price of organic meats and vegetables thtat might send back more than three nickels per buck to the farmers: those actual humans putting seeds into the ground, harvesting, attending livestock births, standing in the fields at dawn casting their shadows upon our sustenance. There seems to be some reason we don't want to compensate or think about these hardworking people. In the grocery store checkout corral, we're more likely to learn which TV stars are secretly fornicating than to inquire as to the whereabouts of the people who grew the cucumbers and melons in our carts.
Barbara Kingsolver
For eons, humans had transformed sunlight into food, through the growing of edible plants and animal feed. In recent decades all that changed. Modern industrial farming relied not on the sun but on fossil fuels, refined into pesticides, fertilizers, hormones, antibiotics, and the oil and gas needed to transport food hundreds of miles to market. Our farming system represented a net loss of energy. Whereas sunshine was infinite, oil would one day run out. In the meantime, the damage of industrial farming to the world’s soil might be irreversible.
Mark Sundeen (The Unsettlers: In Search of the Good Life in Today's America)
An ordinary travel agency took care of the practicalities of chartering trains in exactly the same way as they dealt with such matters normally. Ordinary railway staff were deployed to organise the logistics of the transport, plotting train times into schedules, passing information on through the system. The camps were built, personnel received their orders, the industry began. Some of the soldiers must have been picked out on account of their brutality, many being obvious sadists who could find outlet and indulge themselves here, while others were ordinary and, in any context, considerate men doing a job for work. Two years later they tried to remove all traces; having demolished Teblinka’s every structure they built a farm on the site and instructed the Ukrainian family they installed in it to say they had lived there always. The same occurred in Sobibor, Belzec and Chelmno, all traces gone. All around, life went on as nothing had happened.
Karl Ove Knausgård (Min kamp 6 (Min kamp #6))
If you can’t fit your house in an airplane, you could try putting it on one. That’s how NASA transported the Space Shuttles across the country using a specialized Boeing 747 which carried the Shuttle on its back. To carry the Space Shuttle orbiter, the carrier aircraft has a special mount that protrudes from the top of the fuselage. This mount fits into a socket in the belly of the Shuttle orbiter. Next to the mount is an instructional plaque, which features the single best joke in the history of the aerospace industry: ATTACH ORBITER HERE NOTE: BLACK SIDE DOWN
Randall Munroe (How To: Absurd Scientific Advice for Common Real-World Problems)
Storm Sondors has managed to break into the extremely competitive electric transportation industry via his two business: Sondors Electric Bikes and Electric Vehicles. He has a lot of faith in these businesses and so do their many customers. Storm Sondors is personally inspired by Bill Gates and he hopes that he can emulate his success in business.
Storm Sondors
Loss of Proteostasis: Inside a cell, proteins run the show. They transport materials, send signals, switch processes on and off, and provide structural support. But proteins become less effective over time, so the body recycles them. Unfortunately, as we age, we can lose this ability. The trash collector goes on strike and we suffer a toxic buildup of proteins that can, for example, lead to diseases such as Alzheimer’s.
Peter H. Diamandis (The Future Is Faster Than You Think: How Converging Technologies Are Transforming Business, Industries, and Our Lives (Exponential Technology Series)) is one of the leading players in the transportation industry that connects transporters, truck-drivers, customers and other related entities across India with the objective of making the material transportation simpler, quicker and efficient by providing better vehicle at affordable rates. We help all people associated with the community achieve better profitability in their own business. We follow best practices and business ethics for the benefit of transporter and customer community. What we do? We help movement of the vehicle and material efficiently from one place to another at the quickest time possible by using technology.
Different form, same function. Many companies that create blue oceans attract customers from other industries who use a product or service that performs the same function or bears the same core utility as the new one but takes a very different physical form. In the case of Ford’s Model T, Ford looked to the horse-drawn carriage. The horse-drawn carriage had the same core utility as the car: transportation for individuals and families. But it had a very different form: a live animal versus a machine. Ford effectively converted the majority of noncustomers of the auto industry, namely customers of horse-drawn carriages, into customers of its own blue ocean by pricing its Model T against horse-drawn carriages and not the cars of other automakers. In the case of the school lunch catering industry, raising this question led to an interesting insight. Suddenly those parents who make their children’s lunches came into the equation. For many children, parents had the same function: making their child’s lunch. But they had a very different form: mom or dad versus a lunch line in the cafeteria. Different form and function, same objective. Some companies lure customers from even further away. Cirque du Soleil, for example, has diverted customers from a wide range of evening activities. Its growth came in part through drawing people away from other activities that differed in both form and function. For example, bars and restaurants have few physical features in common with a circus. They also serve a distinct function by providing conversational and gastronomical pleasure, a very different experience from the visual entertainment that a circus offers. Yet despite these differences in form and function, people have the same objective in undertaking these three activities: to enjoy a night out.
W. Chan Kim (Blue Ocean Strategy, Expanded Edition: How to Create Uncontested Market Space and Make the Competition Irrelevant)
o n o f R a t i o n a l S o f t w a r e C o r p o r a t i o n i s t o e n s u r e t h e s u c c e s s o f c u s t o m e r s c o n s t r u c t i n g t h e s o f t w a r e s y s t e m s t h a t t h e y d e p e n d o n . We enable our customers to achieve their business objectives by turning software into a source of competitive advantage, speeding time-to-market, reducing the risk of failure, and improving software quality. We fulfill our mission with the Rational ApproachTM, a comprehensive softwareengineering solution consisting of three elements: • A configurable set of processes and techniques for the development of software, based on iterative development, object modeling, and an architectural approach to software reuse. • An integrated family of application construction tools that automate the Rational Approach throughout the software lifecycle. • Technical consulting services delivered by our worldwide field organization of software engineers and technical sales professionals. Our customers include businesses in the Asia/Pacific region, Europe, and North America that are leaders in leveraging semiconductor, communications, and software technologies to achieve their business objectives. We serve customers in a diverse range of industries, such as telecommunications, banking and financial services, manufacturing, transportation, aerospace, and defense.They construct software applications for a wide range of platforms, from microprocessors embedded in telephone switching systems to enterprisewide information systems running on company-specific intranets. Rational Software Corporation is traded on the NASDAQ system under the symbol RATL.1
It goes without saying that if we were to build a Great Pyramid today, we would need a lot of patience. In preparation for his book 5/5/2000 Ice: The Ultimate Disaster, Richard Noone asked Merle Booker, technical director of the Indiana Limestone Institute of America, to prepare a time study of what it would take to quarry, fabricate, and ship enough limestone to duplicate the Great Pyramid. Using the most modern quarrying equipment available for cutting, lifting, and transporting the stone, Booker estimated that the present-day Indiana limestone industry would need to triple its output, and it would take the entire industry, which as I have said includes thirty-three quarries, twenty-seven years to fill the order for 131,467,940 cubic feet of stone.5 These estimates were based on the assumption that production would proceed without problems. Then we would be faced with the task of putting the limestone blocks in place.
Christopher Dunn (The Giza Power Plant: Technologies of Ancient Egypt)
The “food system,” according to Professor Shaw, now uses 16.5 percent of all energy used in the United States. This 16.5 percent is used in the following ways: On-farm production 3.0% Manufacturing 4.9% Wholesale marketing 0.5% Retail marketing 0.8% Food preparation (in home) 4.4% Food preparation (commercial) 2.9% Apologists for industrial agriculture frequently stop with that first figure—showing that agriculture uses only a small amount of energy, relatively speaking, and that people hunting a cause of the “energy crisis” should therefore point their fingers elsewhere. The other figures, amounting to 13.5 percent of national energy consumption, are more interesting, for they suggest the way the food system has been expanded to make room for industrial enterprise. Between farm and home, producer and consumer, we have interposed manufacturers, a complex marketing structure, and food preparation. I am not sure how this last category differs from “manufacturing.” And I would like to know what percentage of the energy budget goes for transportation, and whether or not Professor Shaw figured in the miles that people now drive to shop. The gist is nevertheless plain enough: The industrial economy grows and thrives by lengthening and complicating the essential connection between producer and consumer. In
Wendell Berry (Bringing it to the Table: Writings on Farming and Food)
Pour donner consistance à cette révolution du temps, il suffit de commencer à énumérer les domaines de production de biens et de services dont l'existence actuelle ne se soutient que de la logique de la société marchande, de la double nécessité d'accroître sans cesse la production-pour-le-profit et de reproduire l'organisation sociopolitique qui la rend possible. Osons donc trancher à la racine et mesurer l'ampleur des secteurs qui, dans une société non marchande, soucieuse de surcroît d'écarter toute séparation entre gouvernants et gouvernés, deviendraient parfaitement superflus. On peut éliminer sans hésiter tout le personnel militaire et policier, poursuivre avec les banques, le système financier et les assurances (ces dernières seules pèsent aujourd'hui 15 % du PIB mondial), sans se priver du plaisir d'ajouter la publicité et le marketing( qui absorbent 500 milliards de dépenses annuelles, soit près d'un tiers des budgets militaires mondiaux). Finalement, le principe d'un autogouvernement à tous les échelons, tel qu'on l'a suggéré dans le chapitre précédent, condamnerait l'ensemble des bureaucraties nationales et internationales à une complète inutilité. Dens pans considérables de l'appareil industriel seront abandonnés, à commencer par la production d'armes et d'équipements militaires. Les impératifs écologiques et l'affirmation de l'agriculture paysanne rendront caduque une grande partie de l'industrie chimique (notamment l'écrasant secteur agrochimique) comme des biotechnologies fortement contestées (OGM notamment). Le secteur agroalimentaire, exemple type d'une marchandisation perverse des formes de production, s'évanouira, au profit d'une valorisation de l'autoproduction et des circuits locaux de production/consommation. […] on voit que chaque abandon de production de biens et de services aura des effets démultiplicateurs importants, puisque les besoins en édifices (bureaux, installations industrielles), en matériaux et en énergie, en infrastructures et en transports, s'en trouveront diminués d'autant. Le secteur de la construction sera par conséquent ramené à une échelle bien plus raisonnable qu'aujourd'hui, ce qu'accentuerait encore la régénération des pratiques d'autoconstruction (ou du moins une participation directe des utilisateurs eux-mêmes, aux côtés d'artisans plus expérimentés). Chaque suppression dans la production de biens et de services éliminera à son tour toutes les productions nécessaires à son installation, à son fonctionnement, sans oublier la gestion des déchets engendrés par chacune de ces activités. Pour donner un exemple parmi tant d'autres, la suppression de la publicité (jointe à celle des bureaucraties et à d'autres changements technico-culturels) entraînera une diminution considérable de la consommation de papier, c'est-à-dire aussi de toute la chaîne industrielle qui lui est associée, dans laquelle il faut inclure exploitation forestière, produits chimiques, matériaux nécessaires aux installations industrielles, transport, etc. Sans nier la pertinence de maintenir des échanges à longue distance, le fait de privilégier, dans toute la mesure du possible, les activités locales et de supprimer les absurdes détours de production qui caractérisent l'économie capitaliste (lesquels mènent, par exemple, l'ail chinois jusqu'en Europe et de l'eau - oui, de l'eau ! - des Alpes jusqu'au Mexique) réduira à peu de chose la chaîne commerciale actuelle et restreindra encore les besoins en transport. Joint à l'abandon d'une logique de production et d'organisation centrée sur l'automobile et le fétichisme égolâtre qui la soutient, tout cela entraînera une forte contraction de la consommation énergétique, qui pourra être satisfaite grâce aux énergies renouvelables, produites, dans la mesure du possible, localement. En conséquence, tout ce qui fonde le poids écrasant du secteur énergétique dans l'économie mondiale actuelle s'évanouira pour l'essentiel. (p. 91-92)
Jérôme Baschet (Adiós al Capitalismo: Autonomía, sociedad del buen vivir y multiplicidad de mundos)
Cheap relies on one other essential factor--a carefully constructed cover-up. In 1991, three golden-fried chicken fillets made at Imperial Food Products along with an order of fries cost $1.99 at Shoney's. This price, however, hid the real costs of the social system that allowed a company like Shoney's to charge so little for heaping plates of calorie-dense foods. Covered up were the costs incurred in farm subsidies and the piles of debt taken on by the chicken growers, some of whom had been turned into "modern-day serfs." The price didn't include the cost of food stamps for the underpaid, road building for transport, the cleanup of waterways polluted by animal factories, or the health care outlays needed in order to address the myriad issues linked to obesity and the litany of other ills associated with chronic overexposure to sugary, salty, and fatty foods. At the same time, the system of cheap never paid a dime for the wanton cruelty it imposed on animals or the injuries suffered by workers while killing ... and processing industrially produced chickens.
Bryant Simon (The Hamlet Fire: A Tragic Story of Cheap Food, Cheap Government, and Cheap Lives)
dramatically, but helium gas was 10 times as expensive. Under these conditions, Dr. Eckener, a pilot whose primary concern was safety and as Director of a Company attempting to make a profit, he was forced to make a difficult decision. His discussions with American businessmen and political officials had not resulted in the helium gas he so badly wanted. On the other hand he realized, an airship without lifting gas could not fly. His own company officials believed hydrogen to be safe and they did not share the American concern nor that of Eckener. During many of the flights in 1936, U.S. Naval officials were onboard the LZ-129, to study German operating methods of using hydrogen gas. Their resulting reports concluded that hydrogen properly used, was safe and should be considered used in any new or future American airships. The building of a dream The LZ-129 was a typical design for a Zeppelin airship, only it’s size was so remarkable. The structure was primarily built of triangular girders made of Duralumin, the interior was divided by a wire braced main frame, into 16 bays, in which each held a gas cell.2 Duralumin was an alloy of aluminum and copper with traces of magnesium, manganese, iron and silicon. It had been discovered by Dr. Alfred Wilm and his assistant Ing. Jablonsky, in September 1906. Late one Saturday evening, Jablonsky had completed testing numerous pieces and was ready to go home, when Dr. Wilm entered the lab, with just one more test. To everyone’s astonishment, the test piece was harder, with only ½% more Magnesium having been added. The last train for Berlin had departed and the two men worked the through the weekend, to perfect their Duralumin. Although Dr. Wilm wanted to obtain a patent on this new metal, that so many industries so badly required, he failed to take action. By not obtaining a patent, he gave German industry the opportunity to copy. Count von Zeppelin was amongst the first to realize the value of this new material. Dr. Alfred Wilm did not achieve the wealth he so rightfully desired and passed away on a small farm in the Riesengebirge, on August 6, 1937. Dr. Wilm placed an important mark on not only Zeppelin history, but in the design of countless airplanes ever since.3 The first Zeppelin airships had been constructed of simple aluminum, which is considerably weaker, so that strength was a major problem. It was not until LZ-26, which was the only Zeppelin assembled in Frankfurt-Rebstock, that Duralumin was practically used. Designed as a passenger airship, production of it’s parts had begun, when World War One started. Suddenly, this airship was no longer needed for civilian purposes and would fulfill military requirements only marginally. In order to provide space in the Friedrichshafen Zeppelin Sheds, for newer and larger designs; the completed girders and materials were transported to Frankfurt for assembly. The ship, approx. only 1/8 the
John Provan (The Hindenburg - a ship of dreams)
While Detroit was fighting for its life, the seeds of the mobility revolution were being planted by companies from outside the auto industry, by players with a bone-deep understanding of digital technology and a passion for designing and delivering compelling transportation experiences.
Lawrence Burns (Autonomy: The Quest to Build the Driverless Car—And How It Will Reshape Our World)
The image of the locomotive and these signs of industry were closely linked, of course, in that construction of the railroad lines lowered transportation costs, stimulated economic growth, and led to the development of modern coal, iron, and engineering industries. It should be noted, however, that while progressive industrialization may have been a defining characteristic of economic life during the July Monarchy, few painters actually dealt with this aspect of contemporary reality in a direct way. This points up the fact that while Vernet’s mural may have been most representative of its time, it was not typical of the art of his contemporaries. This should caution us against making easy generalizations about the relations between art and society, or believing that art necessarily reflects its social context in a direct and unmediated way.
Michael Paul Driskel (The Art of the July Monarchy: France, 1830 to 1848)
In The Box, a history of the container, the economist Marc Levinson describes a 1954 voyage on a typical cargo ship, SS Warrior. It carried 74,903 cases, 71,726 cartons, 24,036 bags, 10,671 boxes, 2,880 bundles, 2,877 packages, 2,634 pieces, 1,538 drums, 888 cans, 815 barrels, 53 wheeled vehicles, 21 crates, 10 transporters, 5 reels, and 1,525 undetermined items. A total of 194,582 pieces, all of which had to be loaded and unloaded by hand. The total weight came to just over five thousand tons of cargo and would have taken weeks to move. Kendal can unload and load several thousand boxes in less than twenty-four hours.
Rose George (Ninety Percent of Everything: Inside Shipping, the Invisible Industry That Puts Clothes on Your Back, Gas in Your Car, and Food on Your Plate)
Rosenhead did not speak Spanish and worked through bilingual officials from the Planning Ministry. Over the years he wrote dozens of reports on multiple topics—energy, industry, transport, finance, housing. Once, he said, he was given two days to write six reports on six different subjects. He dutifully churned them all out and submitted them. And then . . . nothing. He asked his minders about the fate of the reports. They shrugged. He asked about the president’s plan to integrate decision making across state agencies. Blank looks. He asked about his transport recommendations. Silence. He asked for responses to his studies on infrastructure and finance. There weren’t any. When Rosenhead challenged Giordani over the information vacuum, his friend smiled enigmatically and said such was a consultant’s fate. “No feedback, none at all,” said Rosenhead. “Quite extraordinary. This is the only place where this happens.” The professor said he had heard rumors the country’s infrastructure was in trouble. “I get the impression Chávez has applied the concepts of operational research in ways I would not.” He paused and sipped his rum. “Maybe if it was a more organized country, operational research would work here.
Rory Carroll (Comandante: Hugo Chávez's Venezuela)
Modern biomimicry is far more than just copying nature's shapes. It includes systematic design and problem-solving processes, which are now being refined by scientists and engineers in universities and institutes worldwide. The first step in any of these processes is to clearly define the challenge we're trying to solve. Then we can determine whether the problem is related to form, function, or ecosystem. Next, we ask what plant, animal, or natural process solves a similar problem most effectively. For example, engineers trying to design a camera lens with the widest viewing angle possible found inspiration in the eyes of bees, which can see an incredible five-sixths of the way, or three hundred degrees, around their heads. The process can also work in reverse, where the exceptional strategies of a plant, animal, or ecosystem are recognized and reverse engineered. De Mestral's study of the tenacious grip of burrs on his socks is an early example of reverse engineering a natural winner, while researchers' fascination at the way geckos can hang upside down from the ceiling or climb vertical windows has now resulted in innovative adhesives and bandages. Designs based on biomimicry offer a range of economic benefits. Because nature has carried out trillions of parallel, competitive experiments for millions of years, its successful designs are dramatically more energy efficient than the inventions we've created in the past couple of hundred years. Nature builds only with locally derived materials, so it uses little transport energy. Its designs can be less expensive to manufacture than traditional approaches, because nature doesn't waste materials. For example, the exciting new engineering frontier of nanotechnology mirrors nature's manufacturing principles by building devices one molecule at a time. This means no offcuts or excess. Nature can't afford to poison itself either, so it creates and combines chemicals in a way that is nontoxic to its ecosystems. Green chemistry is a branch of biomimicry that uses this do-no-harm principle, to develop everything from medicines to cleaning products to industrial molecules that are safe by design. Learning from the way nature handles materials also allows one of our companies, PaxFan, to build fans that are smaller and lighter while giving higher performance. Finally, nature has methods to recycle absolutely everything it creates. In natures' closed loop of survival on this planet, everything is a resource and everything is recycled-one of the most fundamental components of sustainability. For all these reasons, as I hear one prominent venture capitalist declare, biomimicry will be the business of the twenty-first century. The global force of this emerging and fascinating field is undeniable and building on all societal levels.
Jay Harman (The Shark's Paintbrush: Biomimicry and How Nature is Inspiring Innovation)
As we'll see throughout this book, nature's problem-solving strategies offer immense opportunities for wealth creation in a new economy. Whether the shatter-resistant ceramics of an abalone shell, the superior drag resistance demonstrated by seaweeds, or the pure combustion of plant photosynthesis, impacted industries range from construction to transportation to medicine to software. Nature's paradigm does what human technology tries to do-and does it sustainably without stripping out the base resources that create wealth. So what's preventing us from more rapid adoption of bio-inspired design?
Jay Harman (The Shark's Paintbrush: Biomimicry and How Nature is Inspiring Innovation)
The labor arbitrage view of global trade, a model that goes back to the dawn of the First Industrial Revolution, assumes that manufacturing will always flow to low-cost countries. But the new automation view suggests that the advantages of cheap labor are shrinking while other factors—closeness to the ultimate consumer, transportation costs (including possible carbon taxes), flexibility, quality, and reliability—are rising.
Chris Anderson (Makers: The New Industrial Revolution)
A national obsession with a particular sport does not occur in a vacuum. Something lights the match. In the early twentieth century, Finland was a poor, nonindustrialized country where many people worked outdoors and got around on foot and (during the winter) on cross-country skis. These fertile conditions produced Hannes Kolehmainen, who won three gold medals in running events at the 1912 Olympics. Kolehmainen’s triumphs ignited an intense running craze in his home country. Every Finnish boy wanted to be the next Olympic hero. The result was a quarter-century of Finnish dominance of distance running, a dynasty that produced a number of athletes whose performances far surpassed those of the man who’d started it all. Ultimately, the passionate and widespread participation in running that Hannes Kolehmainen inspired had a much stronger impact on the performance of Finland’s top runners than did the conditions of poverty, lack of industrialization, and human-powered transportation that produced the first great Finnish runner. Sociologist
Matt Fitzgerald (How Bad Do You Want It?: Mastering the Psychology of Mind over Muscle)
During NASA’s first fifty years the agency’s accomplishments were admired globally. Democratic and Republican leaders were generally bipartisan on the future of American spaceflight. The blueprint for the twenty-first century called for sustaining the International Space Station and its fifteen-nation partnership until at least 2020, and for building the space shuttle’s heavy-lift rocket and deep spacecraft successor to enable astronauts to fly beyond the friendly confines of low earth orbit for the first time since Apollo. That deep space ship would fly them again around the moon, then farther out to our solar system’s LaGrange points, and then deeper into space for rendezvous with asteroids and comets, learning how to deal with radiation and other deep space hazards before reaching for Mars or landings on Saturn’s moons. It was the clearest, most reasonable and best cost-achievable goal that NASA had been given since President John F. Kennedy’s historic decision to land astronauts on the lunar surface. Then Barack Obama was elected president. The promising new chief executive gave NASA short shrift, turning the agency’s future over to middle-level bureaucrats with no dreams or vision, bent on slashing existing human spaceflight plans that had their genesis in the Kennedy, Johnson, Nixon, Ford, Carter, Reagan, Bush, Clinton, and Bush White Houses. From the starting gate, Mr. Obama’s uncaring space team rolled the dice. First they set up a presidential commission designed to find without question we couldn’t afford the already-established spaceflight plans. Thirty to sixty thousand highly skilled jobs went on the chopping block with space towns coast to coast facing 12 percent unemployment. $9.4 billion already spent on heavy-lift rockets and deep space ships was unashamedly flushed down America’s toilet. The fifty-year dream of new frontiers was replaced with the shortsighted obligations of party politics. As 2011 dawned, NASA, one of America’s great science agencies, was effectively defunct. While Congress has so far prohibited the total cancellation of the space agency’s plans to once again fly astronauts beyond low earth orbit, Obama space operatives have systematically used bureaucratic tricks to slow roll them to a crawl. Congress holds the purse strings and spent most of 2010 saying, “Wait just a minute.” Thousands of highly skilled jobs across the economic spectrum have been lost while hundreds of billions in “stimulus” have been spent. As of this writing only Congress can stop the NASA killing. Florida’s senior U.S. Senator Bill Nelson, a Democrat, a former spaceflyer himself, is leading the fight to keep Obama space advisors from walking away from fifty years of national investment, from throwing the final spade of dirt on the memory of some of America’s most admired heroes. Congressional committees have heard from expert after expert that Mr. Obama’s proposal would be devastating. Placing America’s future in space in the hands of the Russians and inexperienced commercial operatives is foolhardy. Space legend John Glenn, a retired Democratic Senator from Ohio, told president Obama that “Retiring the space shuttles before the country has another space ship is folly. It could leave Americans stranded on the International Space Station with only a Russian spacecraft, if working, to get them off.” And Neil Armstrong testified before the Senate’s Commerce, Science & Transportation Committee that “With regard to President Obama’s 2010 plan, I have yet to find a person in NASA, the Defense Department, the Air Force, the National Academies, industry, or academia that had any knowledge of the plan prior to its announcement. Rumors abound that neither the NASA Administrator nor the President’s Science and Technology Advisor were knowledgeable about the plan. Lack of review normally guarantees that there will be overlooked requirements and unwelcome consequences. How could such a chain of events happen?
Alan Shepard (Moon Shot: The Inside Story of America's Race to the Moon)
if we were to build a Great Pyramid today, we would need a lot of patience. In preparation for his book "5/5/2000 Ice: The Ultimate Disaster", Richard Noone asked Merle Booker, technical director of the Indiana Limestone Institute of America, to prepare a time study of what it would take to quarry, fabricate, and ship enough limestone to duplicate the Great Pyramid. Using the most modern quarrying equipment available for cutting, lifting, and transporting the stone, Booker estimated that the present-day Indiana limestone industry would need to triple its output, and it would take the entire industry, which as I have said includes thirty-three quarries, twenty-seven years to fill the order for 131,467,940 cubic feet of stone. These estimates were based on the assumption that production would proceed without problems. Then we would be faced with the task of putting the limestone blocks in place. The level of accuracy in the base of the Great Pyramid is astounding, and is not demanded, or even expected, by building codes today. Civil engineer Roland Dove, of Roland P. Dove & Associates, explained that .02 inch per foot variance was acceptable in modern building foundations. When I informed him of the minute variation in the foundation of the Great Pyramid, he expressed disbelief and agreed with me that in this particular phase of construction, the builders of the pyramid exhibited a state of the art that would be considered advanced by modern standards.
Christopher Dunn (The Giza Power Plant: Technologies of Ancient Egypt)
Defying its narrow name, what the late nineteenth century called the industrial revolution went far beyond creating modern industry; it altered out of all recognition commerce, banking, transport, communications, administration, medicine, the relations of men and women and employers and employees. It was a revolution in knowledge that the Victorian century would master more completely, and would need more urgently, than any of its predecessors.
Peter Gay (The Cultivation of Hatred - the Bourgeois Experience - Victoria to Freud)
It’s as if both Midas and also the Queen of Narnia were here,” I said, “and the Queen of Narnia flew above a particularly fierce zoo and turned everything there to stone and then transported everything here.” “What?” said Al. “Nothing,” I said. “No,” he said, “what did you just say?” He shot me a steely, blue-eyed stare, which I found quite debilitating. “It was just a jumble of words,” I said. “I was trying to make a funny comment but it all became confused in my mouth.” “Oh,” said Al. “I’ll show you outside. Would you like to walk or take the golf cart?” “I think walk,” I said.
Jon Ronson (The Psychopath Test: A Journey Through the Madness Industry)
It’s worth noting, incidentally, that most private corporations are fantastically inefficient, although their inefficiency is disguised by collusion with the government: Contrary to their claims of efficiency, most large corporations…spend an inordinate portion of society’s resources on advertising, executive perks and salaries, transportation and communications to far-flung corporate empires, and lobbying expenses. Most depend for their profits and survival on a complex regime of public subsidies, exemptions, and externalized costs, including the indirect subsidies they gain when allowed to pay less than a living wage, maintain substandard working conditions, market hazardous products, dump untreated wastes into the environment, and extract natural resources from public lands at below-market prices. Ralph Estes…estimates that in 1994 corporations extracted more than $2.6 trillion a year in such subsidies in the United States alone—roughly five times their reported profits… It is one of the basic principles of efficient market function that the full costs of a product or service be borne by the seller and passed on to the buyer. Yet many corporations would be forced to close their doors or restructure if they had to bear the true full costs of their operations.123 Americans sometimes think of large size almost as an end in itself, or at least as necessary for economic efficiency. But this is not always the case. In some industries, economies of scale do exist. But large size tends to entail bureaucratic inefficiencies, environmental destruction, allocative inequalities, political corruption, in general significant negative externalities.124
Chris Wright (Worker Cooperatives and Revolution: History and Possibilities in the United States)
An indispensable good transported to the far corners of the world, black gold had become the very vector of the industrial vascular network, the blood of human technology.
Matthieu Auzanneau
For decades now our produce research has been on ship-ability, not on taste, texture, or nutritional density. Genetic selection is skewed toward cultivars that can withstand bouncing around in the back of a tractor-trailer for a thousand miles. Tomatoes selected for long-distance transport must be genetically similar to cardboard, not those luscious garden-grown varieties that ooze juice down to your elbows when you bite into them. Our food system has completely ignored human health and opted instead for fast growth and convenient availability. Would anybody want to argue that nutritional density, taste, and tender texture are better than cardboard shipping qualities?
Joel Salatin (The Marvelous Pigness of Pigs: Respecting and Caring for All God's Creation)
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I think we’re going to see a whole new wave of rapid industry transition—unlike the slow transition of, say, transportation, in which it took many years to go from rail to air travel. In this transition, you will see traditionally structured companies being seriously challenged by new, smaller, more efficient entrants—right away. The logical extension of the Internet’s cost efficiencies means that market share will flow to the most efficient companies, not the largest or the richest—companies that can deliver the greatest value to their customers will earn a higher profit while requiring far fewer assets. The productivity of their capital will be significantly improved over the traditional model because they will have replaced physical assets with information assets.
Michael Dell (Direct From Dell: Strategies That Revolutionized an Industry)
hold. That’s because each pillar can only function in relationship to the others. The five pillars of the Third Industrial Revolution are (1) shifting to renewable energy; (2) transforming the building stock of every continent into micro–power plants to collect renewable energies on site; (3) deploying hydrogen and other storage technologies in every building and throughout the infrastructure to store intermittent energies; (4) using Internet technology to transform the power grid of every continent into an energy-sharing intergrid that acts just like the Internet (when millions of buildings are generating a small amount of energy locally, on site, they can sell surplus back to the grid and share electricity with their continental neighbors); and (5) transitioning the transport fleet to electric plug-in and fuel cell vehicles that can buy and sell electricity on a smart, continental, interactive power grid.
Jeremy Rifkin (The The Third Industrial Revolution: How Lateral Power Is Transforming Energy, the Economy, and the World)
Allied shipping losses reached a staggering 7.8 million tons in 1942. By early 1943, food supplies to Britain had dwindled to two-thirds of normal levels. The government was forced to ration basic goods. Less than three months of commercial oil reserves remained—ten months, if all emergency military reserves were included. Oil supply was not publicly discussed, but every commander, on both sides of the Atlantic, paid close attention. No oil meant no planes, no ships, no transport. No ability to resist the German machine. And Britain was running on fumes.
Safi Bahcall (Loonshots: How to Nurture the Crazy Ideas That Win Wars, Cure Diseases, and Transform Industries)
Post Malone Open Carries Gun While Buying Hoverboard in Utah Wal Mart There's long history of firearms in the hip-hop industry. Most of it is only for the show, although some of this history includes violent undertones. In actuality, many rappers legally take on an everyday basis. This includes Article Malone, who carried while buying at a Utah Walmart a week to the rapper.The Walmart article received a lot more than 1000 opinions. A massive majority were positive in him shopping at Walmart and using an open carry pistol. Not everybody agreed. Some seemed to consider the concept of carrying out a gun to become juvenile. Utah law allows open transport, if the individual has a permit. The gun has to be carried with just two steps necessary for firing: racking the slide along with pulling on the trigger.Response to Create Malone Open Carrying There's absolutely not any way of knowing if Malone has a license for Utah. Approximately 22 per cent of state residents have licenses. Utah recognizes permits for all 50 states, so he may have one from somewhere else. He owns homes in California and Utah, therefore he might have permits for either one. Malone creates a advocate for your responsible use of guns.One particular reason he supports gun rights is the same as many other gun owners in the nation. He considers"the globe will shit," and wishes to be more prepared if something happens. He actually showed off part of the collection during a meeting with Spin. At exactly the exact same time he clarified he could be right into alternative news and conspiracy theories. The writer believed the set to be"disconcerting," seemingly not understanding that a lot of Americans possess firearms and hold a number of the exact beliefs. It might seem unusual but was normal within the Utah wal mart.A UTAH Wal-mart GOT A NICE SURPRISE WHEN RAPPER POST MALONE VISITED TO BUY A HOVERBOARD, ALL WHILE BEING AN ADVOCATE OF Open-carry WITH A PISTOL ON HIS HIP.The shop actually published a photograph of Malone with a Walmart employee and depriving him . While there, he purchased a hoverboard, and spent a few minutes posing for pictures and conversing with fans. And with that visit, Malone had a pistol within a holster. Our friends at Ballistic Magazine confirm that the pistol appears to function as described as a ZEV OZ9.Malone, whose name is Austin Richard Post, is a long time owner of firearms. Section of this might be because while he was born in New York, he was raised in Texas. Over time, media outlets have been told by him regarding his service of the Second Amendment. One of the tattoos, actually, is that a snake.
Declan Gibson
Contamination from plastic pollution is a terrestrial problem as much as it is a marine problem. Humans have altered the earth with roads, mines, buildings, ditches, dams, and dumps to the degree that our era deserves a name--the Anthropocene. Natural history is punctuated by changes in life, due either to rapid evolution or catastrophic extinction, and evidence of change is sometimes marked by well-preserved, widely distributed fossils. What is our fossil equivalent? Some suggest it's black carbon from the Industrial Revolution, which shows up in the seafloor and ice caps, or it's radioactive isotopes from the mid-twentieth-century nuclear tests. Now, with evidence of plastic, transported by wind and waves, blanketing Earth from the seafloor to the tops of mountains, it is arguable that plastic is the best index fossil that represents us. Even if we stop polluting the planet with plastic today, we will have to live with a layer of microplastics that will represent this moment in natural history, when a single species so deeply affected the planet for a short while.
Marcus Eriksen (Junk Raft: An Ocean Voyage and a Rising Tide of Activism to Fight Plastic Pollution)
The great divergence 1. Some questions arise from why we need to study economic history: 'why are some countries rich and others poor?'/ 'why did the Industrial Revolution happen in England rather than France' 2. time span of history 1500-1800: the mercantilist era. The leading European countries sought to increase their trade by acquring colonies and using tariffs and war to prevent other countries from trading with them. European manufacturing was promoted at the expense of the colonies, but economic development, as such, was not the objective 19th century: Western Europe and the USA made economic development a priority and tried to achieve it with a standard set of four policies: creation of a unified national market by eliminating internal tariffs and building transportation infrastructure; the erection of an external tariff to protect their industries from British competition; the chartering of banks to stablise the currency and finance industrial investment; the establishment of mass education to upgrade the labour force. --> the government play a critical role in promoting economic. and we can get to know that European countries had used the tarrif protection to thrive their economic before. also by boosting the transportation infrastructure and education section, along with the function of bank, economic can proliferate 20th century: the policies above proved less effective in countries that had not yet developed. most new technology is not cost-effective in low-wage countries, but it is what they need in order to catch up to the West. Most countries have adopted modern technology to some degree, but not rapidly enough to overtake the rich countries. the coutries that have closed the gap with West have done so with Big Push that has used planning and investment coordination to jump ahead. --> that can explain the Mattew Effect: as the rich will be richer, poor will get poorer.
Rober C.Allen
Ocasio-Cortez calls herself a democratic socialist. What she seems to mean by the name is that we have in common the things we choose to share together, and these common things—good schools, good transport, public parks, good housing, and medical care for everyone—make a shared world. We should make them everyone’s. The name is also a way of claiming a long tradition of politics that asks not whether the world is good enough or getting better, but instead what is the gap between the world we have now and the better world that is within our power to make. It is a tradition that recognizes that economies do not just produce wealth: they produce human lives and relationships, which can be dignified or humiliating, mutual or exploitative, solidaristic or fragmenting, more frightening or safer. And economies, in turn, do not arise naturally, whether from the self-interest of “rational man” or from the disruptive imagination of entrepreneurs and the benignity of philanthropists. Political decisions give economies their shape, from labor laws and tax rates and public investments to questions of almost metaphysical significance. The journalist Kate Aronoff has observed that climate politics addresses the question of who will survive the twenty-first century. Environmental politics, like the politics of work and health care, answers in very concrete terms the ultimate question: What is the value of life? And whose life, which lives, will be valued? As I write, a hopeful, even heroic response to these questions is gathering under the heading of the Green New Deal. Maybe it will find another banner soon, or maybe it will succeed in transforming the meaning of the New Deal from the industrial, racially exclusionary, male-centered program of solidarity that it was to a truly universal reworking of its potential into a commonwealth of shared dignity and mutual care.
Jedediah Purdy (This Land Is Our Land: The Struggle for a New Commonwealth)
An Internet company decides to revolutionize an industry—personal transportation, the taxi and limousine market—that defines old-school business-government cooperation, with all the attendant bureaucracy and incompetence and unsatisfying service. It sells itself to investors with the promise that it can buy its way to market dominance in this sclerotic field and use its cutting-edge tech to slash through red tape and find unglimpsed efficiencies. On the basis of that promise, it raises billions upon billions of dollars across its ten-year rise, during which time it becomes as big as promised in Western markets, a byword for Internet-era success, cited by boosters and competitors alike as the model for how to disrupt an industry, how to “move fast and break things” as the Silicon Valley mantra has it. By the time it goes public in 2019, it has $11 billion in annual revenue—real money, exchanged for real services, nothing fraudulent about it. Yet this amazing success story isn’t actually making any sort of profit, even at such scale; instead, it’s losing billions upon billions of dollars, including $5 billion in one particuarly costly quarter. After ten years of growth, it has smashed the old business model of its industry, weakened legacy competitors, created a great deal of value for consumers—but it has done all this without any discipline from market forces, using the awesome power of free money to build a company that would collapse into bankruptcy if that money were withdrawn. And in that time, it has solved exactly none of the problems that would have prevented a company that needed to make a profit from building such a large user base: it has no obvious competitive advantages besides the huge investor subsidy; the technology it uses is hardly proprietary or complex; its rival in disruption controls 30 percent of the market, even as the legacy players are still very much alive; and
Ross Douthat (The Decadent Society: How We Became the Victims of Our Own Success)
There is no requirement that the cows, pigs, or hens who were exploited to create “natural” products be treated any different from how other factory farmed animals are treated. Farmed animals who are exploited for “natural” products are not allowed to live in natural conditions—they are not even allowed to satisfy their most basic natural behaviors. Despite consumer assumptions about what “natural” means, . . . the USDA’s “natural” food labels only regulate “the presence of artificial additives and the degree of processing.” “Free range,” “cage free,” and “certified humane” labels are just as meaningless for farmed animals as are “all natural” labels. Just like farmed animals enslaved by organic industries, farmed animals exploited by “free range,” “cage free,” and “certified humane” producers are routinely debeaked, disbudded, detoed, castrated, their tails are docked, and/or they are branded (depending on the species). Neither do “free range” and “certified humane” labels protect cows from perpetual impregnation, pregnancy, birth, calfsnatching, transport, or dismemberment (slaughter) at a very young age. Finally, “free range,” “cage free,” and “certified humane” labels fail to help “spent” hens, who are sent to slaughter at the same youthful age.
Lisa Kemmerer (Speaking Up for Animals: An Anthology of Women's Voices)
Animals arrive at slaughter exhausted, thirsty, hungry, and terrified. Every year 100,000 factory farmed cattle arrive at slaughter injured, or too dispirited to walk; undercover investigators have repeatedly documented downed animals who are kicked, beaten, pushed with bulldozers, and dragged from transport trucks with ropes or a chain, though they are fully conscious, in pain, and bellowing pitifully. Cows exploited in the dairy industry, because they are older and their bodies have been exhausted by perpetual pregnancy, birthing, and milking, are among the most pathetic when they arrive at slaughter.
Lisa Kemmerer (Speaking Up for Animals: An Anthology of Women's Voices)
Free range,” “cage free,” and “certified humane” labels are just as meaningless for farmed animals as are “all natural” labels. Just like farmed animals enslaved by organic industries, farmed animals exploited by “free range,” “cage free,” and “certified humane” producers are routinely debeaked, disbudded, detoed, castrated, their tails are docked, and/or they are branded (depending on the species). Neither do “free range” and “certified humane” labels protect cows from perpetual impregnation, pregnancy, birth, calfsnatching, transport, or dismemberment (slaughter) at a very young age. Finally, “free range,” “cage free,” and “certified humane” labels fail to help “spent” hens, who are sent to slaughter at the same youthful age.
Lisa Kemmerer (Speaking Up for Animals: An Anthology of Women's Voices)
Anymal liberationists who release fox or chinchillas from fur farms, free veal calves from chains in abysmal crates, destroy transport trucks that haul terrified turkeys and sheep to their premature deaths, burn slaughterhouses that dismember pigs and chickens, or destroy computers in research facilities are not dangerous terrorists. Anymal liberationists simply believe that life is precious, and that an industry designed to manipulate and destroy life for the sake of profits is ethically and spiritually unacceptable. They do not target the lives of random citizens—or the lives of any citizens. Anymal liberationists do not target life—they target industries (and profits) that flourish at the expense of life—and they attempt to rescue the exploited. Terrorists kill randomly; anymal liberationists have never killed anyone. Anymal liberationists exemplify what it is to live into the core teachings of every major religion concerning rightful relations between human beings and anymals.
Lisa Kemmerer (Animals and World Religions)
Let me take you back in time a little,” says Anumita Roychowdhury, an elegant woman in a beige and pale blue wrap. She’s the director of the Center for Science and Environment, a group that’s played a leading role in the years of battles over air quality. In the 1990s, she tells me, Delhi’s air was so bad “you couldn’t go out in the city without your eyes watering.” India had no regulations on vehicles or fuel, so despite advances elsewhere in the world, engines here hadn’t improved for 40 years, and fuel quality was abysmal. It was the activist Supreme Court that changed that. Its judges started issuing orders, and from 1998 to about 2003, a series of important new rules came into force. Polluting industries were pushed out of the city, auto-rickshaws and buses were converted to CNG, and emission limits for vehicles were introduced, then tightened. “These were pretty big steps,” Roychowdhury says, and they brought results. “If you plot the graph of particulate matter in Delhi, you will see after 2002 the levels actually coming down.” The public noticed. “I still remember the 2004 Assembly elections in Delhi, where the political parties were actually fighting with each other to take credit for the cleaner air. It had become an electoral issue.” So how did things go so wrong? The burst of activity petered out, and rapid growth in car ownership erased the improvements that had been won. “If you look at the pollution levels again from 2008 and ’09 onwards, you now see a steady increase,” Roychowdhury says. “We could not keep the momentum going.” Indeed, particulate levels jumped 75 percent in just a few years.14 Even the action that was taken, she believes, “was too little. We had to do a lot more, more aggressively.” Part of the reason government stopped pushing, Roychowdhury believes, is that the moves needed next would have had to address Delhiites’ growing fondness for cars, so would surely have prompted public anger. “There is a hidden subsidy for all of us who use cars today,” she says. “We barely pay anything in terms of parking charges, we barely pay anything in terms of road taxes. It is so easy to buy a car because of easy loans. So there is absolutely no disincentive.” About 80 percent of transportation spending is focused on drivers, even though they’re only about 15 percent of Delhiites. “The entire infrastructure of the city is getting redesigned to facilitate car movement, but not people’s movement.
Beth Gardiner (Choked: Life and Breath in the Age of Air Pollution)
Anymal liberationists who release fox or chinchillas from fur farms, free veal calves from chains in abysmal crates, destroy transport trucks that haul terrified turkeys and sheep to their premature deaths, burn slaughterhouses that dismember pigs and chickens, or destroy computers in research facilities are not dangerous terrorists. Anymal liberationists simply believe that life is precious, and that an industry designed to manipulate and destroy life for the sake of profits is ethically and spiritually unacceptable.
Lisa Kemmerer (Animals and World Religions)
The Henry Ford of the late 20th century was Bill Gates. Just as Ford revolutionised the transportation industry by creating a car that almost anyone could afford and drive, Bill Gates transformed the computer industry by designing software that enabled everybody - not just the specialised technocrats - to be able to use computers, and later making the personal computer a virtual necessity in every office, school and home. This resulted in Bill Gates accruing billions of dollars and becoming the richest man in America.
Napoleon Hill (Think and Grow Rich)
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diverse range of industries, such as telecommunications, banking and financial services, manufacturing, transportation, aerospace
Our customers include businesses in the Asia/Pacific region, Europe, and North America that are leaders in leveraging semiconductor, communications, and software technologies to achieve their business objectives. We serve customers in a diverse range of industries, such as telecommunications, banking and financial services, manufacturing, transportation, aerospace
Castine is a quiet town with a population of about 1,500 people in Western Hancock County, Maine, named after John Hancock, when Maine was a part of the Commonwealth of Massachusetts. He was the famous statesman, merchant and smuggler who signed the “Declaration of Independence” with a signature large enough so that the English monarch, King George, could read it without glasses. Every child in New England knows that John Hancock was a prominent activist and patriot during the colonial history of the United States and not just the name of a well-known Insurance Company. Just below the earthen remains of Fort George, on both sides of Pleasant Street, lays the campus of Maine Maritime Academy. Prior to World War II, this location was the home of the Eastern State Normal School, whose purpose was to train grade school teachers. Maine Maritime Academy has significantly grown over the years and is now a four-year college that graduates officers and engineers for the United States Merchant Marine, as well as educating students in marine-related industries such as yacht and small craft management. Bachelor Degrees are offered in Engineering, International Business and Logistics, Marine Transportation, and Ocean Studies. Graduate studies are offered in Global Logistics and Maritime Management, as well as in International Logistics Management. Presently there are approximately 1,030 students enrolled at the Academy. Maine Maritime Academy's ranking was 7th in the 2016 edition of Best Northern Regional Colleges by U.S. News and World Report. The school was named the Number One public college in the United States by Money Magazine. Photo Caption: Castine, Maine
Hank Bracker
Against this backdrop of diverse geography, farming and fishing still dominate the economy. Many farmers rely on mule transportation and agricultural techniques that have persisted for generations. They tend citrus and olive groves planted by their forefathers, and cultivate grapes, figs, capers, olives, wheat, and tobacco. Family-run enterprises extract marble, pumice, and iron ore from local sources. The island of Halki derives its name from the Greek word for copper (halkos), a reminder of the copper mines that once covered it. Manufacturers on the island of Chios have longed produced mastichochoria, an aromatic resin used to make cosmetics and employed in other industries as well.
Laura Brooks (Greek Isles (Timeless Places))
grocery chains could, for example, maximise their profits by raising prices on certain lines after 6 p.m. when richer clientele may dominate. Although no one in the grocery market is using dynamic pricing, it is common in other industries, including transportation, electronics and even fashion. India
Greg Thain (Store Wars: The Worldwide Battle for Mindspace and Shelfspace, Online and In-store)
What is E-Mail and SMS Marketing? - Indore Digital Marketing Company If you want to reach to maximum people easily and advertise your product or services then you can contact us as we are top SMO Company in Indore and efficient to bring profit to your business. We are introducing our two most fast and audience targeting services so you can choose an audience for promotion. • SMS Marketing • E-Mail Marketing SMS Marketing Marketing through PDAs SMS (Short Message Service) turned out to be progressively mainstream in the mid-2000s in Europe and a few sections of Asia when organizations began to gather cell phone numbers and send off needed (or undesirable) content. By and large, SMS messages are perused inside four minutes, making them exceptionally convertible. In the course of recent years, SMS marketing has turned into a true blue promoting direct in a few sections of the world. This is on account of not at all like email over general society web; the bearers who police their own particular systems have set rules and best practices for the portable media industry (counting versatile publicizing). The IAB (Interactive Advertising Bureau) and the Mobile Marketing Association (MMA), too, have set up rules and are evangelizing the utilization of the portable channel for advertisers. While this has been productive in created locales, for example, North America, Western Europe and some different nations, versatile SPAM messages (SMS sent to portable supporters without a true blue and unequivocal select in by the endorser) remain an issue in numerous different parts of the world, mostly because of the transporters pitching their part databases to outsiders. In India, be that as it may, government's endeavours of making National Do Not Call Registry have helped mobile phone clients to stop SMS notices by sending a basic SMS or calling 1909. SMS marketing services normally keep running off a short code, however sending instant messages to an email address is another strategy (however this technique is not bolstered by the bearers). Shortcodes are 5 or 6 digit numbers that have been doled out by all the versatile administrators in a given nation particularly for the utilization of brand crusade and other shopper services. Because of the high cost of short codes of $500– $1000 a month, numerous independent ventures pick to share a shortcode keeping in mind the end goal to diminish month to month costs. The portable administrators vet each shortcode application before provisioning and screen the service to ensure it doesn't veer from its unique service portrayal. Another contrasting option to sending messages by shortcode or email is to do as such through one's own devoted telephone number. E-Mail Marketing Email marketing is the demonstration of sending a business message, normally to a gathering of individuals, utilizing email. In its broadest sense, each email sent to a potential or current client could be considered email marketing. It, for the most part, includes utilizing email to send promotions, ask for business, or request deals or gifts, and is intended to manufacture unwaveringness, trust, or brand mindfulness. Marketing emails can be sent to an acquired lead list or a present client database. The term ordinarily alludes to sending email messages with the motivation behind improving a vendor's association with present or past clients, empowering client unwaveringness and rehash business, getting new clients or persuading current clients to buy something quickly, and sharing outsider advertisements. About Us: Mr Digito Ad Solutions is a popular seo agency In Indore offers all types of digital marketing services In Indore & all over the world. Theyspecialize in SEO (Search Engine Optimization), SMO (Social Media Optimization), SEM (Search Engine Marketing), Google AdWords, ORM (Online Reputation Management), Social Branding, E-commerce Website Design, Mobile Apps Development & more.
Mr. Digito
They are not describing the number of animals killed for food. They are talking about animals who don’t even get the “benefit” of supposedly humane slaughter laws because they are so badly treated that they die before they ever get to slaughter. The numbers include caged hens pecked to death because they are unable to get away from their stressed, aggressive fellow prisoners; broiler chickens bred to grow so fast that their immature legs collapse under them, and they then die of thirst or hunger in the broiler shed because they cannot reach the feeders; and pigs, cattle, turkeys, and chickens who were alive when packed into transports but die from the stress that transport imposes on animals who have lived their entire lives indoors. Harish Sethu has done the sums for the United States on his website Counting Animals. The total number of animals killed in shelters each year is around 4 million, for fur 10 million, and in laboratories 11.5 million, making a total of approximately 25.5 million. Using conservative figures based on industry reports and scientific journals, Sethu estimates that 139 million chickens suffer to death annually. Adding turkeys, pigs, and cattle would increase this figure.
Peter Singer (The Most Good You Can Do: How Effective Altruism Is Changing Ideas About Living Ethically)
In the industrial space especially, we’re seeing the number of sensors and their capabilities going up at an exponential rate,” Ruh said. “We think of this as the Internet of Things applied to the industrial space. We see the opportunity for enormous productivity and efficiency gains in energy, transportation, aviation, and healthcare through the interconnection of devices enabled via huge amounts of sensors. The key is really analytics on the data, the ability to get deep inside those assets and the processes that surround them and allow people to get more productivity and efficiency out of their assets.
Mark Raskino (Digital to the Core: Remastering Leadership for Your Industry, Your Enterprise, and Yourself)
The Industrial Revolution was manifested in every aspect of the English economy. There were major improvements in transportation, metallurgy, and steam power. But the most significant area of innovation was the mechanization of textile production and the development of factories to produce these manufactured textiles. This dynamic process was unleashed by the institutional changes that flowed from the Glorious Revolution. This was not just about the abolition of domestic monopolies, which had been achieved by 1640, or about different taxes or access to finance. It was about a fundamental reorganization of economic institutions in favor of innovators and entrepreneurs, based on the emergence of more secure and efficient property rights. Improvements
Daron Acemoğlu (Why Nations Fail: The Origins of Power, Prosperity and Poverty)
Industry leaders were not just in the right place at the right time: They gave employers directions (and, perhaps, transportation) to the "right place," and when employers arrived, they were there waiting.
Erin Hatton (The Temp Economy: From Kelly Girls to Permatemps in Postwar America)
Civil Aviation Authoritues are the custodians of the National Air Transport Critical Infrastructure in their respective countries, They are therefore duty bound towards having a Critical Infrastructure Resilience Strategy geared towards the continued operation of air transport in the face of all hazards. As a mandatory, CAA's are duty bound therefore to ensure their charge achieves the continued provision of essential services (provided by the critical infrastructure in their charge) to businesses, governments and the stakeholding community within the aviation industry, as well as to other critical infrastructure sectors.
This is not a healthy outlook for America. We are also facing the same combination of destabilizing events that took place in Imperial Russia before the Bolshevik Revolution, such as: 1. A crisis in government policies to improve deteriorating industry and transportation. (Yes ) 2. Difficulty in providing basic provisions to the citizenry. (Not yet) 3. A 36% decrease in gross industrial production. (Yes) 4. 50% of enterprises closing major industrial centers of manufacturing. (Almost there) 5. Sharp increase in the cost of living. (Yes) 6. Real wages fell 50% in the past 4 years. (Yes) 7. National debt rose 400%. (Yes) 8. Debt to foreign governments (like China and Saudi Arabia) exceeds 20%. (Yes) 9. Actual history becomes illegal. (Almost there)
Arturo Raymond (Obama's Ineptopia: An inconvenient truth)
The Saudi experience with IBI, though brief, proved instrumental and became a model for how the Saudis went on to conduct business. Saudi Arabia understood that it lacked the resources of more developed nations. These included a large population, an educated populace, capital, credit, and native businesses. What Saudi Arabia realized it did have was an immense quantity of a very desirable resource: petroleum. Because it lacked so many resources, it could not drill for, extract, refine, transport, or sell that petroleum on its own. It needed outside firms to access the value of the petroleum, at least initially.
Ellen R. Wald (Saudi, Inc.: The Arabian Kingdom's Pursuit of Profit and Power)
Few records exist to establish a definitive date as to when the first ships were built in the Piscataqua region. Fishing vessels were probably constructed as early as 1623, when the first fishermen settled in the area. Many undoubtedly boasted a skilled shipwright who taught the fishermen how to build “great shallops”as well as lesser craft. In 1631 a man named Edward Godfrie directed the fisheries at Pannaway. His operation included six large shallops, five fishing boats, and thirteen skiffs, the shallops essentially open boats that included several pairs of oars, a mast, and lug sail, and which later sported enclosed decks.5 Records do survive of the very first ship built by English settlers in the New World. In 1607, at the mouth of the Kennebec River in Maine, the Plymouth Company erected a short-lived fishing settlement. A London shipwright named Digby organized some settlers to construct a small vessel with which to return them home to England, as they were homesick and disenchanted with the New England winters. The small craft was named, characteristically, the Virginia. She was evidently a two-master and weighed about thirty tons, and she transported furs, salted cod, and tobacco for twenty years between various ports along the Maine coast, Plymouth, Jamestown, and England. She is believed to have wrecked somewhere along the coast of Ireland.6 By the middle of the seventeenth century, shipbuilding was firmly established as an independent industry in New England. Maine, with its long coastline and abundant forests, eventually overtook even Massachusetts as the shipbuilding capital of North America. Its most western town, Kittery, hovered above the Piscataqua. For many years the towns of Kittery and Portsmouth, and upriver enclaves like Exeter, Newmarket, Durham, Dover, and South Berwick, rivaled Bath and Brunswick, Maine, as shipbuilding centers, with numerous shipyards, blacksmith shops, sawmills, and wharves. Portsmouth's deep harbor, proximity to upriver lumber, scarcity of fog, and seven feet of tide made it an ideal location for building large vessels. During colonial times, the master carpenters of England were so concerned about competition they eventually petitioned Parliament to discourage shipbuilding in Portsmouth.7 One of the early Piscataqua shipwrights was Robert Cutts, who used African American slaves to build fishing smacks at Crooked Lane in Kittery in the 1650s. Another was William Pepperell, who moved from the Isle of Shoals to Kittery in 1680, where he amassed a fortune in the shipbuilding, fishing, and lumber trades. John Bray built ships in front of the Pepperell mansion as early as 1660, and Samuel Winkley owned a yard that lasted for three generations.8 In 1690, the first warship in America was launched from a small island in the Piscataqua River, situated halfway between Kittery and Portsmouth. The island's name was Rising Castle, and it was the launching pad for a 637-ton frigate called the Falkland. The Falkland bore fifty-four guns, and she sailed until 1768 as a regular line-of-battle ship. The selection of Piscataqua as the site of English naval ship construction may have been instigated by the Earl of Bellomont, who wrote that the harbor would grow wealthy if it supplemented its export of ship masts with “the building of great ships for H.M. Navy.”9 The earl's words underscore the fact that, prior to the American Revolution, Piscataqua's largest source of maritime revenue came from the masts and spars it supplied to Her Majesty's ships. The white oak and white pine used for these building blocks grew to heights of two hundred feet and weighed upward of twenty tons. England depended on this lumber during the Dutch Wars of the
Peter Kurtz (Bluejackets in the Blubber Room: A Biography of the William Badger, 1828-1865)
ship built by English settlers in the New World. In 1607, at the mouth of the Kennebec River in Maine, the Plymouth Company erected a short-lived fishing settlement. A London shipwright named Digby organized some settlers to construct a small vessel with which to return them home to England, as they were homesick and disenchanted with the New England winters. The small craft was named, characteristically, the Virginia. She was evidently a two-master and weighed about thirty tons, and she transported furs, salted cod, and tobacco for twenty years between various ports along the Maine coast, Plymouth, Jamestown, and England. She is believed to have wrecked somewhere along the coast of Ireland.6 By the middle of the seventeenth century, shipbuilding was firmly established as an independent industry in New England. Maine, with its long coastline and abundant forests, eventually overtook even Massachusetts as the shipbuilding capital of North America. Its most western town, Kittery, hovered above the Piscataqua. For many years the towns of Kittery and Portsmouth, and upriver enclaves like Exeter, Newmarket, Durham, Dover, and South Berwick, rivaled Bath and Brunswick, Maine, as shipbuilding centers, with numerous shipyards, blacksmith shops, sawmills, and wharves. Portsmouth's deep harbor, proximity to upriver lumber, scarcity of fog, and seven feet of tide made it an ideal location for building large vessels. During colonial times, the master carpenters of England were so concerned about competition they eventually petitioned Parliament to discourage shipbuilding in Portsmouth.7 One of the early Piscataqua shipwrights was Robert Cutts, who used African American slaves to build fishing smacks at Crooked Lane in Kittery in the 1650s. Another was William Pepperell, who moved from the Isle of Shoals to Kittery in 1680, where he amassed a fortune in the shipbuilding, fishing, and lumber trades. John Bray built ships in front of
Peter Kurtz (Bluejackets in the Blubber Room: A Biography of the William Badger, 1828-1865)
The history of the development of any urban center will be incomplete without a mention of the role of mass transit in the whole process. In deed the role of mass transit as a catalyst of industrial revolution and urbanization cannot be over emphasized. In the case of the New
Clifford N. Opurum (Automated Fare Collection System & Urban Public Transportation: An Economic & Management Approach To Urban Transit Systems)
The rise of the Rockefeller family was made possible from two angles by the Rothschilds. One was by the large subsidies placed on transports of Rockefeller oil. The documents of the American trade register prove that the Rothschilds, since 1896, have owned ninety-six percent of the American railways. This made it possible to transport oil on rail. When John D. Rockefeller wanted to expand, he received the financial support he needed to do so from the Rothschilds through their National City Bank of Cleveland. In exchange, the Rockefellers had to transport their oil via the Rothschilds railways. An illegal agreement saw to it that the Rockefellers received a bonus for the amount of oil they transported by train. Because of this agreement nobody could compete with the Rothschilds in transporting Rockefeller oil. This was all arranged by Jacob Schiff, of the company Kuhn & Loeb, the brain behind the foundation of the Rockefeller imperium. Under the authority of the Rothchilds, Kuhn, Loeb & Co. continue to manage the Rockefeller capital, which is valued at over 400 billion dollars. In 1950 the New York Times reported L.L. Strauss, a partner with Kuhn, Loeb & Co., as the financial adviser to the Rockefeller estate. Because of this, every investment had to be approved and signed by a partner of Kuhn, Loeb & Co. According to the periodical Fortune in 1985, the wealth of the Rockefellers was spread amongst more than 200 companies. These companies include six of the largest industrial companies in America, six of the largest banks, five of the largest insurance companies and three of the largest companies from different branches (electricity, water, infrastructure, fruits, oil, gold, and others). Not including the remaining 180 other companies, the total assets of these twenty giants amount to 460 billion dollars.
Robin de Ruiter (Worldwide Evil and Misery - The Legacy of the 13 Satanic Bloodlines)
industries – has become most apparent over the last decade and a half. During this period, software has “eaten” media, telecom, professional services, and retail and is increasingly “eating” banking, healthcare, education, energy, transportation
Sangeet Paul Choudary (Platform Scale: How an emerging business model helps startups build large empires with minimum investment)
the group existed, these six had been accumulating shares in key industries such as communications, transport, banking, pharmaceutical, medical, technology and other key industries worldwide. They were shrewd enough to hide what they were doing – very seldom would they buy controlling shares, and never in their personal names. Instead, the acquisitions were always through companies that owned companies that owned yet more companies - hiding themselves five, six or more levels away from the front, the public eye and any security screens.
J.C. Ryan (The Skywalkers (Rossler Foundation #5))
Emissions of carbon dioxide reasonable commercial For those who do not know each other with the phrase "carbon footprint" and its consequences or is questionable, which is headed "reasonable conversion" is a fast lens here. Statements are described by the British coal climatic believe. "..The GC installed (fuel emissions) The issue has directly or indirectly affected by a company or work activities, products," only in relation to the application, especially to introduce a special procedure for the efforts of B. fight against carbon crank function What is important? Carbon dioxide ", uh, (on screen), the main fuel emissions" and the main result of global warming, improve a process that determines the atmosphere in the air in the heat as greenhouse gases greenhouse, carbon dioxide is reduced by the environment, methane, nitrous oxide and chlorofluorocarbons (CFCs more typically classified as). The consequences are disastrous in the sense of life on the planet. The exchange is described at a reasonable price in Wikipedia as "...geared a social movement and market-based procedures, especially the objectives of the development of international guidelines and improve local sustainability." The activity is for the price "reasonable effort" as well as social and environmental criteria as part of the same in the direction of production. It focuses exclusively on exports under the auspices of the acquisition of the world's nations to coffee most international destinations, cocoa, sugar, tea, vegetables, wine, specially designed, refreshing fruits, bananas, chocolate and simple. In 2007 trade, the conversion of skilled gross sales serious enough alone suffered due the supermarket was in the direction of approximately US $ 3.62 billion to improve (2.39 million), rich environment and 47% within 12 months of the calendar year. Fair trade is often providing 1-20% of gross sales in their classification of medicines in Europe and North America, the United States. ..Properly Faith in the plan ... cursed interventions towards closing in failure "vice president Cato Industries, appointed to inquire into the meaning of fair trade Brink Lindsey 2003 '. "Sensible changes direction Lindsay inaccurate provides guidance to the market in a heart that continues to change a design style and price of the unit complies without success. It is based very difficult, and you must deliver or later although costs Rule implementation and reduces the cost if you have a little time in the mirror. You'll be able to afford the really wide range plan alternatives to products and expenditures price to pay here. With the efficient configuration package offered in the interpretation question fraction "which is a collaboration with the Carbon Fund worldwide, and acceptable substitute?" In the statement, which tend to be small, and more? They allow you to search for carbon dioxide transport and delivery. All vehicles are responsible dioxide pollution, but they are the worst offenders? Aviation. Quota of the EU said that the greenhouse gas jet fuel greenhouse on the basis of 87% since 1990 years Boeing Company, Boeing said more than 5 747 liters of fuel burns kilometer. Paul Charles, spokesman for Virgin Atlantic, said flight CO² gas burned in different periods of rule. For example: (. The United Kingdom) Jorge Chavez airport to fly only in the vast world of Peru to London Heathrow with British Family Islands 6.314 miles (10162 km) works with about 31,570 liters of kerosene, which produces changes in only 358 for the incredible carbon. Delivery. John Vidal, Environment Editor parents argue that research on the oil company BP and researchers from the Department of Physics and the environment in Germany Wising said that about once a year before the transport height of 600 to 800 million tons. This is simply nothing more than twice in Colombia and more than all African nations spend together.
Baltimore's decades-long economic decline was well under way in the early 1980s when the children at issue in this volume set out on their journey through the city's public schools. Beginning in 1970, and continuing through the five years they were in elementary school (1982–1987), half the city's jobs in primary metals, shipbuilding repair, and transportation assembly disappeared (Levine 1987, 107). The historic core of Baltimore's industrial might had relocated offshore, to the region's rapidly expanding suburbs and low-wage parts of the country, or simply faded away in favor of the new postindustrial economy. This new economy provides lucrative
Karl L. Alexander (The Long Shadow: Family Background, Disadvantaged Urban Youth, and the Transition to Adulthood (The American Sociological Association's Rose Series in Sociology))
is clear that neither countries nor regions can flourish if their cities (innovation ecosystems) are not being continually nourished. Cities have been the engines of economic growth, prosperity and social progress throughout history, and will be essential to the future competitiveness of nations and regions. Today, more than half of the world’s population lives in urban areas, ranging from mid-size cities to megacities, and the number of city dwellers worldwide keeps rising. Many factors that affect the competitiveness of countries and regions – from innovation and education to infrastructure and public administration – are under the purview of cities. The speed and breadth by which cities absorb and deploy technology, supported by agile policy frameworks, will determine their ability to compete in attracting talent. Possessing a superfast broadband, putting into place digital technologies in transportation, energy consumption, waste recycling and so on help make a city more efficient and liveable, and therefore more attractive than others. It is therefore critical that cities and countries around the world focus on ensuring access to and use of the information and communication technologies on which much of the fourth industrial revolution depends. Unfortunately, as the World Economic Forum’s Global Information Technology Report 2015 points out, ICT infrastructures are neither as prevalent nor diffusing as fast as many people believe. “Half of the world’s population does not have mobile phones and 450 million people still live out of reach of a mobile signal. Some 90% of the population of low-income countries and over 60% globally are not online yet. Finally, most mobile phones are of an older generation.”45
Klaus Schwab (The Fourth Industrial Revolution)
I’d be hard-pressed to find a better start to a brand story than the one that chronicles the birth of “the people’s car,” the Tata Nano. The story goes that Ratan Tata, chairman of the well-respected Tata Group, was travelling along in the pouring rain behind a family who was precariously perched on a scooter weaving in and out of traffic on the slick wet roads of Bangalore. Tata thought that surely this was a problem he and his company could solve. He wanted to bring safe, affordable transport to the poor—to design, build, and sell a family car that could replace the scooter for a price that was less than $2,500. It was a business idea born from a high ideal and coming from a man with a track record in the industry, someone with the capability to innovate, design, and produce a high-quality product. People were captivated by the idea of what would be the world’s cheapest car. The media and the world watched to see how delivering on this seemingly impossible promise might pan out. Ratan Tata did deliver on his promise when he unveiled the Nano at the New Delhi Auto Expo in 2009, six years after having the idea. The hype around the new “people’s car” and the media attention it received meant that any mistakes were very public (several production challenges and safety problems were reported along the way). And while the general public seemed to be behind the idea of a new and fun Indian-led innovation, the number of Facebook likes (almost 4 million to date) didn’t convert to actual sales. It seemed that while Tata Motors was telling a story about affordability and innovating with frugal engineering (perhaps “lean engineering” might have worked better for them), the story prospective customers were hearing was one about a car that was cheap. The positioning of the car was at odds with the buying public’s perception of it. In a country where a car is an aspirational purchase, the Nano became symbolic of the car to buy if you couldn’t afford anything else. Since its launch in 2009, just over 200,000 Nanos have sold. The factory has the capacity to produce 21,000 cars a month. It turns out that the modest numbers of people buying the Nano are not the scooter drivers but middle-class Indians who are looking for a second car, or a car for their parents or children. The car that was billed as a “game changer” hasn’t lived up to the hype in the hearts of the people who were expected to line up and buy it in the tens of thousands. Despite winning design and innovation awards, the Nano’s reputation amongst consumers—and the story they have come to believe—has been the thing that’s held it back.
Bernadette Jiwa (The Fortune Cookie Principle: The 20 Keys to a Great Brand Story and Why Your Business Needs One)
Carlton church Warning about low quality mobile accessories Fake buyer accessories influence clients and the business Utilizing fake batteries, chargers, or other camera extras is hazardous as there is a genuine danger of harm or harm to your camera. Lithium batteries must incorporate imprints to show they are in consistence with their countries wellbeing and ecological principles. It might be illicit to offer batteries that are not in consistence. Issues when Using Counterfeit Batteries Not just arrives a danger of fake batteries out of the blue overheating or discovering fire while being charged, harm to the camera might likewise happen. Contrasted batteries, fake batteries have essentially less charge limits. Fake batteries might likewise disintegrate rapidly after regular use, erroneously indicate battery power levels, grow and get to be stuck into the camera opening, cause sudden force misfortune, or harm camera information. Furthermore, even real batteries can break down rapidly and lose accuse limit when charged of fake chargers. Supportive Tips for Avoiding Counterfeit Mobile Accessories Just buy things straightforwardly from approved merchants Obtaining specifically from an approved merchant is the most ideal approach to guarantee that you get honest to goodness embellishments. Find Authorized Retailers be cautious when buying mobile accessories from abroad locales Fake products are all the more frequently sold online from an assortment of nations. Keep an eye out at costs that show up nonsensically shabby On the off chance that you discover things with cost that appear to be unrealistic, they might be fake. Before exploiting an additional low value, pause for a minute to consider the harm a fake battery could do to your camera. be careful with suspicious offers or messages Merchants of fake products might offer free transporting or different rebates in the event that you consent to buy free, unpackaged extras. This is a solid sign that the extras may not be certified. Watch that your batteries fit your mobile gadgets appropriately In the event that your battery does not fit effortlessly and safely into its opening in your camera, camcorder or charger, it might be fake. be careful with overheating Fake batteries or adornments are not made to industry security and quality models, and might warm up hazardously when being used, potentially smoking, liquefying, touching off or notwithstanding blasting. Ensure your accessories execute as they ought to Fake batteries may not keep going as long, or hold a charge and also the bona fide battery that accompanied your camera or camcorder. In the event that your extras don’t execute and in addition honest to goodness embellishments, they might be fake. Check the logos When you purchase another battery or embellishment, contrast the logo and the one that shows up on your unique battery or camera. Certifiable products will dependably utilize logos that are clear and sharp, and set correctly in the best possible area. Fake products frequently utilize logos that are foggy, messy, and offensive.
carlton church
What Was the Industrial Revolution? Most fundamentally, the Industrial Revolution was an economic and technological revolution in which humans started to use fossil fuels to generate power for machines to manufacture and transport things in massive quantities. Factories first appeared in the late eighteenth century in England, and methods of industrial production quickly spread to France, Germany, and the United States. Within one hundred years, the Industrial Revolution spread to Eastern Europe and the Pacific Rim, including Japan. As you read this, a wave of industrialization is sweeping through India, Asia, South America, and parts of Africa.
Daniel E. Lieberman (The Story of the Human Body: Evolution, Health and Disease)
Regardless of whether you think the industrial era has been good or bad, three profoundly fundamental shifts underlie this revolution. The first is that industrialists harnessed new sources of energy, primarily to produce things. Preindustrial people occasionally used wind or water to generate power, but they mostly relied on muscles—human and animal—to generate force. Industrial pioneers such as James Watt (who invented the modern steam engine) figured out how to transform energy from fossil fuels such as coal, oil, and gas into steam, electricity, and other kinds of power to run machines. The first of these machines were designed to make textiles, but within decades others were invented to make iron, mill wood, plow fields, transport things, and do just about everything else one can manufacture and sell (including beer)7. A second major component of the Industrial Revolution was a reorganization of economies and social institutions. As industrialization gathered steam, capitalism, in which individuals compete to produce goods and services for profit, became the world’s dominant economic system, spurring the development of further industrialization and social change. As workers changed their locus of activity from the farm to factories and companies, more people had to work together even as they needed to perform more specialized activities. Factories required more coordination and regulation. In
Daniel E. Lieberman (The Story of the Human Body: Evolution, Health and Disease)
It is scarcely an exaggeration to say that mechanical invention until the thirteenth century A.D. owed a greater debt to warfare than to the arts of peace. This holds over long stretches of history. The Bronze Age chariot preceded the general use of wagons for transportation, burning oil was used to repel enemies besieging a city before it was employed for powering engines or heating buildings: so, too, inflated life preservers were used by Assyrian armies to cross rivers thousands of years before 'water-wings' were invented for civilian swimming. Metallurgical applications, too, developed more rapidly in the military than in the civilian arts: the scythe was attached to chariots for mowing down men before it was attached to agricultural mowing machines; while Archimedes' knowledge of mechanics and optics was applied to destroying the Roman fleet attacking Syracuse before it was put to any more constructive industrial use. From Greek fire to atom bombs, from ballistas to rockets, warfare was the chief source of those mechanical inventions that demanded a metallurgical and chemical background.
Lewis Mumford (Technics and Human Development (The Myth of the Machine, Vol 1))
In short, from its earliest point of development on, under the myth of divine kingship, the demoralizing accompaniments of unlimited power were revealed in both legend and recorded history. But these defects were for long overlaid by the exorbitant hopes the 'invisible machine' awakened. Though a multitude of single inventions for long lay beyond the scope of the collective machine, which could provide only partial and clumsy substitutes, the fundamental animus behind these inventions-the effort to conquer space and time, to speed transportation and communication, to expand human energy through the use of cosmic forces, to vastly increase industrial productivity, to over-stimulate consumption, and to establish a system of absolute centralized control over both nature and man-all had been planted and richly nurtured in the soil of fantasy during the first end of the megamachine. Some of the seeds shot up at once in riotous growth: others required five thousand years before they were ready to sprout. When that happened, the divine king would appear again in a new form. And the same infantile ambitions would accompany him, inflated beyond any previous dimension different only because they were at last realizable.
Lewis Mumford (Technics and Human Development (The Myth of the Machine, Vol 1))
The Times Exclusive Reveal of Windermere Six Thanks to an anonymous source, the Times is pleased to share an exclusive list of the six children who were transported yesterday evening to Hollingsworth Hall, the magnificent and secluded home of Camilla Lenore DeMoss, the Countess of Windermere. They are, in no particular order: Oliver Appleby: Heir to the Appleby Jewelry fortune. This young chap is known to be an excellent student who also excels at rowing and cricket. Viola Dale: The Dales are well known throughout London for their dedication to social reform and relief for those in distress. Young Viola has been a presence on the charitable event circuit since the age of two. Frances Wellington: Miss Wellington's parents are internationally known art collectors who have an impeccable eye for up-and-coming talent in sculpture and painting. They also delve into gems of historical value. Frances is privately tutored, and her deliciously expensive introduction to London society is already being buzzed about. Barnaby Trundle: Young Barnaby attends school in South London. His father works in the textile industry. One of his teachers says Barnaby is "occasionally quick-tempered with other boys in his form." Edward Herringbone: The Herringbones are close acquaintances with the aforementioned Dales, their own admirable interests lying mainly in reducing poverty by increasing educational opportunities. Edward has been called "an indubitable library of a boy" by one of his teaching masters at St. Stephen's. Tabitha Crum: Miss Crum's father is employed by the Wilting Bank of South London. A neighbor of the family says that the lucky child "talks to herself" and calls the Crums "socially famished.
Jessica Lawson (Nooks & Crannies)
Now, there obviously is a white working class in the u.s. A large one, of many, many millions. From offshore oil derricks to the construction trades to auto plants. But it isn't a proletariat. It isn't the most exploited class from which capitalism derives its super profits. Far fucking from it. As a shorthand I call it the "whitetariat". Unfortunately, whenever Western radicals hear words like "unions" and "working class" a rosy glow glazes over their vision, and the "Internationale" seems to play in the background. Even many anarchists seem to fall into a daze and to magically transport themselves back to seeing the militant socialist workers of Marx and Engels' day. Forgetting that there have been many different kinds of working classes in history. Forgetting that Fred Engels himself criticized the English industrial working class of the late 19th century as a "bourgeois proletariat", an aristocracy of labor. He pointed out how you could tell the non-proletarian, "bourgeois" strata of the English working class – they were the sectors that were dominated by adult men, not women or children. Engels also wrote that the "bourgeois" sectors were those that were unionized. Sounds like a raving ultra-leftist, doesn't he? (which he sure wasn't). So that this is a strategic and not a tactical problem, that it has a material basis in imperialized class privilege, has long been understood by those willing to see reality. (the fact that we have radical movements here addicted to not seeing reality is a much larger crisis than any one issue).
J. Sakai (When Race Burns Class: Settlers Revisited)
Contemporary observers as well as modern historians have found many reasons that explain Greg's venture, and with it why the much broader Industrial revolution, 'broke out' in this place, in northern England, and at this time, in the 1780s. The genius of British inventors, the size of the British market and its unusually deep integration, the geography of Britain with its easy access to waterborne transport, the importance of religious dissenters for thinking outside the box, and the creation of a state favorable to entrepreneurial initiative have all been cited. While none of these arguments are unimportant, they omit a core part of the story of the Industrial Revolution: its dependence on the globe-spanning system of war capitalism.
Sven Beckert (Empire of Cotton: A Global History)
Conversations were struck up between strangers, regular diners as well as infrequent customers, as if united by a sense of gratitude at the sheer unlikeliness of it all - a high achievement of industrial civilisation that deserved to remain for everyone, but which has now gone the way of the airship and the ocean liner. Much of the nostalgia concerning railways is partial, even false; not this. [On British railway dining cars]
Simon Bradley (The Railways: Nation, Network and People)
convergence of communications, energy, and transportation
Peter H. Diamandis (The Future Is Faster Than You Think: How Converging Technologies Are Transforming Business, Industries, and Our Lives)
But let’s be clear: the madness of everyday life was its own issue. It didn’t have any relationship to whether or not Christianity was bullshit. Obviously, Christianity was total bullshit. It was the most insane bullshit! But it was impossible to make an argument against superstition and magical nonsense, and have it stick, when that argument was delivered from a society where every citizen was a magician. And yes, reader, that includes you. You too are a magician. Your life is dominated by one of the oldest and most perverse forms of magic, one with less interior cohesion than the Christian faith, and you invest its empty symbolism with a level of belief that far outpaces that of any Christian. Here are some strips of paper and bits of metal! Watch as I transform these strips of paper and bits of metal into: (a) sex (b) food (c) clothing (d) shelter (e) transportation that allows me to acquire strips of paper and bits of money (f) intoxicants that distract me from my endless pursuit of strips of paper and bits of metal (g) leisure items that distract me from my endless pursuit of strips of paper and bits of metal (h) pointless vacations to exotic locales where I will replicate the brutish behavior that I display in my point of origin as a brief respite from my endless pursuit of strips of paper and bits of metal (i) unfair social advantages that allow my rotten children to undertake their own moronic pursuits of strips of paper and bits of metal. Humiliate yourself for strips of paper. Murder for the strips of paper. Humiliate others for the strips of paper. Worship the people who’ve accumulated such vast quantities of strips of paper that their strips of paper no longer have any physical existence and are now represented by binary notation. Treat the vast accumulators like gods. Free blowies for the moldering corpse of Steve Jobs! Fawning profile pieces for Jay-Z! The Presidency for billionaire socialite and real-estate developer Donald J. Trump! Kill! Kill! Kill! Work! Work! Work! Die! Die! Die! Go on. Pretend this is not the most magical thing that has ever happened. Historical arguments against Christianity tended to be delivered in tones of pearl-clutching horror, usually by subpar British intellectuals pimping their accent in America, a country where sounding like an Oxbridge twat conferred an unearned credibility. Yes, the Crusades were horrible. Yes, the Inquisition was awful. Yes, they shouldn’t have burned witches in Salem. Yes, there is an unfathomable amount of sexually abused walking wounded. Yes, every Christian country has oriented itself around the rich and done nothing but abuse the fuck out of its poor. But it’s not like the secular conversion of the industrialized world has alleviated any of the horror. Read the news. Murder, rape, murder, rape, murder, rape, murder, rape, murder, rape, murder, rape...Despair. All secularism has done, really, is remove a yoke from the rich. They’d always been horrible, but at least when they still paid lip service to Christian virtues, they could be shamed into philanthropy. Now they use market forces to slide the whole thing into feudalism. New York University built a campus [in Abu Dhabi] with slave labor! In the Twenty-First Century AD! And has suffered no rebuke! Applications are at an all-time high! The historical arguments against Christianity are as facile as reviews on, and come down to this: Why do you organize around bad people who tell you that a Skyman wants you to be good? To which the rejoinder is: yes, the clergy sucks, but who cares how normal people are delivered into goodness?
Jarett Kobek (Only Americans Burn in Hell)
we often forget that industries are often transformed by neophytes. The boldest transformations, like Uber disrupting transportation or Airbnb disrupting hospitality, are led by outsiders.
Timothy Ferriss (Tribe of Mentors: Short Life Advice from the Best in the World)
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Avishek Priyadarshi
Dear KDP Author, Just ahead of World War II, there was a radical invention that shook the foundations of book publishing. It was the paperback book. This was a time when movie tickets cost 10 or 20 cents, and books cost $2.50. The new paperback cost 25 cents – it was ten times cheaper. Readers loved the paperback and millions of copies were sold in just the first year. With it being so inexpensive and with so many more people able to afford to buy and read books, you would think the literary establishment of the day would have celebrated the invention of the paperback, yes? Nope. Instead, they dug in and circled the wagons. They believed low cost paperbacks would destroy literary culture and harm the industry (not to mention their own bank accounts). Many bookstores refused to stock them, and the early paperback publishers had to use unconventional methods of distribution – places like newsstands and drugstores. The famous author George Orwell came out publicly and said about the new paperback format, if “publishers had any sense, they would combine against them and suppress them.” Yes, George Orwell was suggesting collusion. Well… history doesn’t repeat itself, but it does rhyme. Fast forward to today, and it’s the e-book’s turn to be opposed by the literary establishment. Amazon and Hachette – a big US publisher and part of a $10 billion media conglomerate – are in the middle of a business dispute about e-books. We want lower e-book prices. Hachette does not. Many e-books are being released at $14.99 and even $19.99. That is unjustifiably high for an e-book. With an e-book, there’s no printing, no over-printing, no need to forecast, no returns, no lost sales due to out of stock, no warehousing costs, no transportation costs, and there is no secondary market – e-books cannot be resold as used books. E-books can and should be less expensive. Perhaps channeling Orwell’s decades old suggestion, Hachette has already been caught illegally colluding with its competitors to raise e-book prices. So far those parties have paid $166 million in penalties and restitution. Colluding with its competitors to raise prices wasn’t only illegal, it was also highly disrespectful to Hachette’s readers. The fact is many established incumbents in the industry have taken the position that lower e-book prices will “devalue books” and hurt “Arts and Letters.” They’re wrong. Just as paperbacks did not destroy book culture despite being ten times cheaper, neither will e-books. On the contrary, paperbacks ended up rejuvenating the book industry and making it stronger. The same will happen with e-books. Many inside the echo-chamber of the industry often draw the box too small. They think books only compete against books. But in reality, books compete against mobile games, television, movies, Facebook, blogs, free news sites and more. If we want a healthy reading culture, we have to work hard to be sure books actually are competitive against these other media types, and a big part of that is working hard to make books less expensive. Moreover, e-books are highly price elastic. This means that when the price goes down, customers buy much more. We've quantified the price elasticity of e-books from repeated measurements across many titles. For every copy an e-book would sell at $14.99, it would sell 1.74 copies if priced at $9.99. So, for example, if customers would buy 100,000 copies of a particular e-book at $14.99, then customers would buy 174,000 copies of that same e-book at $9.99. Total revenue at $14.99 would be $1,499,000. Total revenue at $9.99 is $1,738,000. The important thing to note here is that the lower price is good for all parties involved: the customer is paying 33% less and the author is getting a royalty check 16% larger and being read by an audience that’s 74% larger. The pie is simply bigger.
Amazon Kdp
Hans Rosling was a world health economist and an indefatigable campaigner for a deeper understanding of the world’s state of development. He is famous for his TED talks and the Gapminder web site. He classifies the wealthiness of the world’s population into four levels: Barefoot. Unable even to afford shoes, they must walk everywhere they go. Income $1 per day. One billion people are at Level 1. Bicycle (and shoes). The $4 per day they make doesn’t sound like much to you and me but it is a huge step up from Level 1. There are three billion people at level 2. The two billion people at Level 3 make $16 a day; a motorbike is within their reach. At $64 per day, the one billion people at Level 4 own a car. (Numbers are rounded for simplicity.) There are of course parallel improvements along other axes as well, including Rosling’s famous washing machine, standard of housing, diet, and infant mortality rates. But we can use transportation as an example, given our overall subject. The miracle of the Industrial Revolution is now easily stated: In 1800, 85% of the world’s population was at Level 1. Today, only 9% is. Over the past half century, the bulk of humanity moved up out of Level 1 to erase the rich-poor gap and make the world wealth distribution roughly bell-shaped. The average American moved from Level 2 in 1800, to level 3 in 1900, to Level 4 in 2000.
J. Storrs Hall (Where Is My Flying Car?: A Memoir of Future Past)
The most magnificent drama in the last thousand years of human history is the transportation of ten million human beings out of the dark beauty of their mother continent into the new-found Eldorado of the West. They descended into Hell; and in the third century they arose from the dead, in the finest effort to achieve democracy for the working millions which this world had ever seen. It was a tragedy that beggared the Greek; it was an upheaval of humanity like the Reformation and the French Revolution. Yet we are blind and led by the blind. We discern in it no part of our labor movement; no part of our industrial triumph; no part of our religious experience. Before the dumb eyes of ten generations of ten million children, it is made mockery of and spit upon; a degradation of the eternal mother; a sneer at human effort; with aspiration and art deliberately and elaborately distorted. And why? Because in a day when the human mind aspired to a science of human action, a history and psychology of the mighty effort of the mightiest century, we fell under the leadership of those who would compromise with truth in the past in order to make peace in the present and guide policy in the future. —W. E. B. DU BOIS, Black Reconstruction in America, 1935
Henry Louis Gates Jr. (Stony the Road: Reconstruction, White Supremacy, and the Rise of Jim Crow)
The largest sources of CO2 from animal agriculture come not from the animals themselves (through respiration and waste), but from the inputs and land-use changes necessary to maintain and feed them, including: burning fossil fuels to produce fertilisers used in feed production; maintaining intensive animal production facilities; growing the associated animal feed; transporting the animal feed; and processing and transporting the animal products. Furthermore, clearing land to graze livestock and grow feed is the largest single cause of deforestation and among the major causes of land degradation and desertification.
Jason Hannan (Meatsplaining: The Animal Agriculture Industry and the Rhetoric of Denial)
As the overarching organization of workers’ trade unions, the Histadrut controlled key areas that were needed to accomplish the primary tasks of the Zionist colonial enterprise. These included economic production and marketing, defense, and control of the labor force, as well as creating jobs outside the free market so as to avoid competition with abundant and cheap Arab labor. The Histadrut thus introduced the irregular phenomenon of a “trade union” that established its own industrial, financial, construction, transport, and service enterprises.41
Tikva Honig-Parnass (The False Prophets of Peace: Liberal Zionism and the Struggle for Palestine)
Consider, if you will, the impact it's going to have on industry and farming and transport and mining and power and construction and fire-fighting and satellite maintenance, which are all traditionally penis-centric. Guess the feminists were right on this one. Patriarchy is bad for everybody after all!
Lauren Beukes, Afterland
L'industrie du transport façonne son produit : l'usage. Chassé du monde où les personnes sont douées d'autonomie, il a aussi perdu l'impression de se trouver au centre du monde. Il a conscience de manque de plus en plus de temps, bien qu'il utilise chaque jour la voiture, le train, l'autobus, le métro et l'ascenseur, le tout pour franchir en moyenne trente kilomètres, souvent dans un rayon de moins de dix kilomètres. Le sol se dérobe sous ses pieds, il est cloué à la roue. Qu'il prenne le métro ou l'avion, il a toujours le sentiment d'avancer moins vite ou moins bien que les autres et il est jaloux des raccourcis qu'empruntent les privilégiés pour échapper à l'exaspération créée par la circulation. Enchaîné à l'horaire de son train de banlieue, il rêve d'avoir une auto. Épuisé par les embouteillages aux heures de pointe, il envie le riche qui se déplace à contre-sens. Il paie sa voiture de sa poche, mais il sait trop bien que le PDG utilise les voitures de l'entreprise, fait passer son essence dans les frais généraux ou se fait louer une voiture sans bourse délier. L'usager se trouve tout au bas de l'échelle où sans cesse augmentent l'inégalité, le manque de temps et sa propre impuissance, mais pour y mettre fin il s'accroche à l'espoir fou d'obtenir plus de la même chose : une circulation améliorée par des transports plus rapides. Il réclame des améliorations techniques des véhicules, des voies de circulation et des horaires ; ou bien il appelle de ses vœux une révolution qui organise des transports publics rapides en nationalisant les moyens de transport. Jamais il ne calcule le prix qu'il lui en coûtera pour être ainsi véhiculé dans un avenir meilleur. Il oublie que de toute accélération supplémentaire il payera lui-même la facture, sous forme d'impôts directs ou de taxes multiples. Il ne mesure pas le coût indirect du remplacement des voitures privées par des transports publics aussi rapides. Il est incapable d'imaginer les avantages apportés par l'abandon de l'automobile et le recours à la force musculaire de chacun.
Ivan Illich (Energy and Equity)
Dieselgate fed into a 180-degree turn in thinking that was in process about diesel fuel and urban transportation in Europe, where diesel cars have been popular. But anti-diesel sentiment was a big threat to Germany’s auto industry, which looms large in the country’s economy. German chancellor Angela Merkel decried the “demonizing” of diesel cars. Diesel, she said, was essential for combating climate change, owing to its lower CO2 emissions and greater fuel efficiency. She convened “diesel summits” to try to head off urban bans on diesel cars. But it was all to little avail. European cities, concerned about the higher levels of nitrogen oxide emissions from diesel, began to introduce limits for diesels. The aim for many is an eventual ban.
Daniel Yergin (The New Map: Energy, Climate, and the Clash of Nations)
The one market that seemed to be guaranteed for oil for a very long time was transportation and, specifically, the automobile. No longer, not on the “Roadmap” to the future. For oil now faces a sudden challenge from the New Triad: the electric car, which uses no oil; “mobility as a service,” ride-hailing and ride-sharing; and cars that drive themselves. The result could be a contest for dominance in a new trillion-dollar industry: “Auto-Tech.
Daniel Yergin (The New Map: Energy, Climate, and the Clash of Nations)
Emissions of carbon dioxide are largely by-products of productivity-- of industry, governments, and individuals producing things that we want more of (including heating, cooling, food, transport, hospital care, and so much more)..When countries promise to reduce their emissions, they are effectively promising to make all these things a touch more expensive. That acts as a slight brake on the economy, leading to a small reduction in growth… “This cost is the relevant social cost of climate policies-- the reduction in welfare that comes from each nation insisting on using energy that is slightly more costly and less reliable than fossil fuels.” -p. 112
Bjorn Lomborg
Bleni Mefedron, Bleni Ketaminë, Bleni MKAT, Bleni 4MMC, Bleni Meow Meow, Bleni kripëra banje, Bleni MDMA, Bleni Metilon. Emaili i kontaktit: [email protected] numri i whatsApp :::: + 31617043812 Ne jemi të përkushtuar të ndihmojmë klientët në mbarë botën me nevojat e tyre unike duke u siguruar atyre një shërbim gjithëpërfshirës dhe profesional, duke shijuar një reputacion të mirë midis partnerëve tanë të biznesit dhe klientëve për produkte me cilësi të lartë, shërbime të shkëlqyera pas shitjes, çmime konkurruese dhe transport të shpejtë. Na kontaktoni në: Bleni kimikate kërkimore këtu me çmime të volitshme, të ligjshme ose të paligjshme. Kontrolloni Çmimet tona, Lexoni Dëshmitë tona dhe Porositni Barna të Lirë Tani. Porosia Mephedrone, Rendit MKAT, Rendi 4MMC, Renditni kripërat e banjës, Rendit Methylone, Na kontaktoni në: blej mefedron, Bleni Mephedrone në internet, Bleni MKAT, Bleni 4MMC, MDMA ne shitje, Blej Meow Meow, Bleni ushqim bimor mefedron, Blini kripëra banje, Rendit Mefedronin, Porosit MKAT, Rendit Meow Meow, Rendit ushqimin e bimëve Mephedrone, Rendit Metilonin, Porosit MDMA, Rendit metodën në internet, Blej metilon, Bleni MDAI, Mefedroni për shitje, MKAT për shitje, 4MMC në shitje, Metilon për shitje, kripëra për banjë në shitje, Shitje Meow Meow, MDAI për shitje, Amfetaminë për shitje, Bleni kristal meth, Bleni shpejtësinë e amfetaminës, Bleni Triptaminë, Bleni Fenetilamine, kristal meth për shitje, Tryptamine për shitje, Fenetilaminë për shitje, Bleni LSD, LSD për shitje, blej metaf kristal, Na kontaktoni në: Kontaktoni Email: [email protected] Ne kemi vite përvojë në këtë industri dhe kemi krijuar reputacionin si një nga furnizuesit më të besuar në MB, Evropë dhe në të gjithë botën. Blej amfetaminë, Bleni MDAI në internet, Bleni kristal meth, Bleni MDMA, Bleni Meow Meow në internet, Bleni LSD në internet, porosisni shpejtësinë e amfetaminës, Ne e vlerësojmë që ka shumë mundësi të ndryshme në dispozicionin tuaj për të furnizuar me ilaçe, kështu që ju lutemi merrni një minutë për të lexuar se çfarë na vendos përveç pjesës tjetër. Ne mbajmë standardet më të larta, jo vetëm në prodhimin e produkteve tona, por edhe në përzgjedhjen e të gjitha produkteve që shtojmë në gamën tonë. Ne ofrojmë operimin më të besueshëm dhe shesim me çmime shumë të volitshme. Ne dërgojmë në të gjithë botën dhe ofrojmë një nga ofrimet më të mira diskrete në adresën e klientit tonë.
Bleni Mefedron, Bleni Ketaminë, Bleni MKAT, Bleni 4MMC, Bleni Meow Meow, Bleni kripëra banje, Bleni
The tribe was unprepared for the boom, he believed. After centuries of colonization—of federal entities weakening and displacing tribal institutions—it did not have the resources, let alone the expertise or regulatory power, to control the oil industry. It had no environmental agency to monitor leaks or spills; no transportation department to track trucks; and what was more troubling, it had no criminal jurisdiction over the thousands of non-Native men and women who had come to work, since the U.S. Supreme Court had stripped tribes nationwide of the right to criminally prosecute nonmembers. “It’s like the lottery winners you see on TV,” Fox said. “Their lives get worse, because they’re not ready for it. We’re the same way. My biggest fear is that we end up like other reservations I know—industry comes in, money’s thrown around, everyone celebrates for a while, and when industry leaves, the reservation is in worse shape than before.
Sierra Crane Murdoch (Yellow Bird: Oil, Murder, and a Woman's Search for Justice in Indian Country)
the three major sectors (electricity, transportation, and industry) all produce comparable emissions. But they’d be affected very differently by an economy-wide carbon price. For example, coal fueled about one-quarter of US electricity in 2019, and each metric ton of that coal was sold for about $39.7 A carbon price of $40 for each ton of CO2 emitted would effectively double that cost to power plant operators and so be a strong inducement for them to forswear coal. In contrast, that same carbon price would increase the effective price of crude oil by only about 40 percent above $60 per barrel. And if that cost were passed through to the pump, gasoline would increase by only some $0.35 per gallon. Since that’s small compared to how much pump prices have varied historically, consumers wouldn’t have much incentive to move away from gasoline. So reductions in emissions from power (and, as it turns out, heat) are much easier to encourage than reductions from transportation, fundamentally because oil packs a lot more energy per carbon atom than does coal.
Steven E. Koonin (Unsettled: What Climate Science Tells Us, What It Doesn’t, and Why It Matters)
She stood and meandered around the room. “For fifty thousand years, right up to the industrial revolution, human civilization was about one thing and one thing only: food. Every culture that existed put most of their time, energy, manpower, and resources into food. Hunting it, gathering it, farming it, ranching it, storing it, distributing it…it was all about food. “Even the Roman Empire. Everyone knows about the emperors, the armies, and the conquests. But what the Romans really invented was a very efficient system of acquiring farmland and transportation of food and water.
Andy Weir (Project Hail Mary)
The global bioplastics market size is anticipated to witness promising growth on account of the rising awareness about environment protection worldwide. Fortune Business Insights™ in their report titled, “Bioplastics Market Size, Share & Industry Analysis, By Type (Biodegradable and Non-biodegradable), By Application (Rigid Packaging, Flexible Packaging, Textiles, Automotive & Transportation, Agriculture & Horticulture, Consumer Goods, and Others), and Regional Forecast, 2019-2026,” offers a detailed analysis of the market and throws light on major industry developments.
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Michael E. Porter (Competitive Strategy: Techniques for Analyzing Industries and Competitors)
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Michael E. Porter (Competitive Strategy: Techniques for Analyzing Industries and Competitors)
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Look for the Perfect CBD Box Solutions In many ways, consumers today are more aware than ever of their ecological footprint. Government awareness campaigns, both locally and nationally, have contributed significantly to raising awareness and understanding what can and cannot be recycled. Yet recyclable products continue to end up in landfill waste. It is therefore essential that companies take every opportunity to give as much information about the product and the CBD display box as possible to make it clear which products can be recycled, and how this should be done. An innovative way to do this is through the use of logos that consumers can clearly recognize. Technological Advances Alongside increased consumer awareness, we are also seeing more sophisticated forms of technology in the packaging industry, which are contributing to higher levels of sustainability. Packaging, in the double meaning of “packaging” or “study of the packaging”, is an element of extreme importance for the differentiation and personalization of the product, as well as for its physical distribution and its display in the points of sale. The Custom CBD oil boxes allows a brand policy. It is an indispensable vehicle for the supply of some implicit services to the consumer, such as information on the product, as well as offering a better possibility of conservation. Its role has been increasing with the spread of self-service sales, as it is a tool to communicate stimuli to the consumer right at the point of sale and therefore the perception of the stimulus can immediately trigger the purchase. In modern DIY distribution, if it has been possible to increase the size of the points of sale, increase references and decrease the staff employed, a decisive role is played by the different way of packaging and distributing many products that are sold within the traditional channel. You Can Therefore Define Various “Levels” Of Package: Primary: i.e. the wrapping in direct contact with the contents (for example, the jar that contains the CBD juice); Secondary: which wraps the primary packaging providing additional protection (for example, the transparent plastic packaging that prevents accidental opening, facilitates insertion into the displays and contains more information for the correct use of the product); Tertiary packaging: consisting of all the materials used for the performance of logistical functions (for example, the cardboard containing the packages of CBD gummies). The Custom CBD tincture boxes are there for you. Sometimes a fourth level is conceivable that integrates with the third by adding that of the display unit to the function of the packaging box for transport. In this case, eliminating part of the packaging facilitates its placement inside the store.
CBD Box Factory
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The first vaccine for smallpox was developed at the end of the 18th century, and by the end of the 19th century, the disease had become comparatively rare in most industrialized countries. In the 20th century, medical advances made the vaccine easier to produce and transport around the world, leading to a global campaign to eradicate smallpox completely. It succeeded: the last smallpox infection “in the wild” occurred in Somalia in 1977, and the last outbreak in history—and the final smallpox death—happened after a lab accident in 1978.
Randall Munroe (How To: Absurd Scientific Advice for Common Real-World Problems)
The typical seated office worker has more musculoskeletal injuries than any other industry sector worker, including construction, metal industry, and transportation workers. One
Kelly Starrett (Deskbound: Standing Up to a Sitting World)
Colonial regimes, particularly late colonial regimes, have often been sites of extensive experiments in social engineering.34 An ideology of “welfare colonialism” combined with the authoritarian power inherent in colonial rule have encouraged ambitious schemes to remake native societies. If one were required to pinpoint the “birth” of twentieth-century high modernism, specifying a particular time, place, and individual—in what is admittedly a rather arbitrary exercise, given high modernism’s many intellectual wellsprings—a strong case can be made for German mobilization during World War I and the figure most closely associated with it, Walther Rathenau. German economic mobilization was the technocratic wonder of the war. That Germany kept its armies in the field and adequately supplied long after most observers had predicted its collapse was largely due to Rathenau’s planning.35 An industrial engineer and head of the great electrical firm A.E.G (Allgemeine Elektricitäts-Gesellschaft), which had been founded by his father, Rathenau was placed in charge of the Office of War Raw Materials (Kriegsrohstoffabteilung).36 He realized that the planned rationing of raw materials and transport was the key to sustaining the war effort. Inventing a planned economy step by step, as it were, Germany achieved feats—in industrial production, munitions and armament supply, transportation and traffic control, price controls, and civilian rationing—that had never before been attempted.
James C. Scott (Seeing Like a State: How Certain Schemes to Improve the Human Condition Have Failed (Veritas Paperbacks))
We have increased our population to the level of 7 billion and beyond. We are well on our way toward 9 billion before our growth trend is likely to flatten. We live at high densities in many cities. We have penetrated, and we continue to penetrate, the last great forests and other wild ecosystems of the planet, disrupting the physical structures and the ecological communities of such places. We cut our way through the Congo. We cut our way through the Amazon. We cut our way through Borneo. We cut our way through Madagascar. We cut our way through New Guinea and northeastern Australia. We shake the trees, figuratively and literally, and things fall out. We kill and butcher and eat many of the wild animals found there. We settle in those places, creating villages, work camps, towns, extractive industries, new cities. We bring in our domesticated animals, replacing the wild herbivores with livestock. We multiply our livestock as we've multiplied ourselves, operating huge factory-scale operations involving thousands of cattle, pigs, chickens, ducks, sheep, and goats, not to mention hundreds of bamboo rats and palm civets, all confined en masse within pens and corrals, under conditions that allow those domestics and semidomestics to acquire infectious pathogens from external sources (such as bats roosting over the pig pens), to share those infections with one another, and to provide abundant opportunities for the pathogens to evolve new forms, some of which are capable of infecting a human as well as a cow or a duck. We treat many of those stock animals with prophylactic doses of antibiotics and other drugs, intended not to cure them but to foster their weight gain and maintain their health just sufficiently for profitable sale and slaughter, and in doing that we encourage the evolution of resistant bacteria. We export and import livestock across great distances and at high speeds. We export and import other live animals, especially primates, for medical research. We export and import wild animals as exotic pets. We export and import animal skins, contraband bushmeat, and plants, some of which carry secret microbial passengers. We travel, moving between cities and continents even more quickly than our transported livestock. We stay in hotels where strangers sneeze and vomit. We eat in restaurants where the cook may have butchered a porcupine before working on our scallops. We visit monkey temples in Asia, live markets in India, picturesque villages in South America, dusty archeological sites in New Mexico, dairy towns in the Netherlands, bat caves in East Africa, racetracks in Australia – breathing the air, feeding the animals, touching things, shaking hands with the friendly locals – and then we jump on our planes and fly home. We get bitten by mosquitoes and ticks. We alter the global climate with our carbon emissions, which may in turn alter the latitudinal ranges within which those mosquitoes and ticks live. We provide an irresistible opportunity for enterprising microbes by the ubiquity and abundance of our human bodies. Everything I’ve just mentioned is encompassed within this rubric: the ecology and evolutionary biology of zoonotic diseases. Ecological circumstance provides opportunity for spillover. Evolution seizes opportunity, explores possibilities, and helps convert spillovers to pandemics.
David Quammen (Spillover: Animal Infections and the Next Human Pandemic)
Meanwhile, the economic gulf between us and our southern neighbors drove hundreds of thousands of people to illegally cross the 1,933-mile U.S.-Mexico border each year, searching for work and a better life. Congress had spent billions to harden the border, with fencing, cameras, drones, and an expanded and increasingly militarized border patrol. But rather than stop the flow of immigrants, these steps had spurred an industry of smugglers—coyotes—who made big money transporting human cargo in barbaric and sometimes deadly fashion. And although border crossings by poor Mexican and Central American migrants received most of the attention from politicians and the press, about 40 percent of America’s unauthorized immigrants arrived through airports or other legal ports of entry and then overstayed their visas.
Barack Obama (A Promised Land)
Tesla Motors was created to accelerate the advent of sustainable transport. If we clear a path to the creation of compelling electric vehicles, but then lay intellectual property landmines behind us to inhibit others, we are acting in a manner contrary to that goal. Tesla will not initiate patent lawsuits against anyone who, in good faith, wants to use our technology. When I started out with my first company, Zip2, I thought patents were a good thing and worked hard to obtain them. And maybe they were good long ago, but too often these days they serve merely to stifle progress, entrench the positions of giant corporations and enrich those in the legal profession, rather than the actual inventors. After Zip2, when I realized that receiving a patent really just meant that you bought a lottery ticket to a lawsuit, I avoided them whenever possible. At Tesla, however, we felt compelled to create patents out of concern that the big car companies would copy our technology and then use their massive manufacturing, sales and marketing power to overwhelm Tesla. We couldn’t have been more wrong. The unfortunate reality is the opposite: electric car programs (or programs for any vehicle that doesn’t burn hydrocarbons) at the major manufacturers are small to non-existent, constituting an average of far less than 1% of their total vehicle sales. Given that annual new vehicle production is approaching 100 million per year and the global fleet is approximately 2 billion cars, it is impossible for Tesla to build electric cars fast enough to address the carbon crisis. By the same token, it means the market is enormous. Our true competition is not the small trickle of non-Tesla electric cars being produced, but rather the enormous flood of gasoline cars pouring out of the world’s factories every day. We believe that Tesla, other companies making electric cars, and the world would all benefit from a common, rapidly-evolving technology platform. Technology leadership is not defined by patents, which history has repeatedly shown to be small protection indeed against a determined competitor, but rather by the ability of a company to attract and motivate the world’s most talented engineers. We believe that applying the open source philosophy to our patents will strengthen rather than diminish Tesla’s position in this regard.[431]
Charles Morris (Tesla: How Elon Musk and Company Made Electric Cars Cool, and Remade the Automotive and Energy Industries)
Uber had to get creative to unlock the hard side of their network, the drivers. Initially, Uber’s focus was on black car and limo services, which were licensed and relatively uncontroversial. However, a seismic shift occurred when rival app Sidecar innovated in recruiting unlicensed, normal people as drivers on their platform. This was the “peer-to-peer” model that created millions of new rideshare drivers, and was quickly copied and popularized by Lyft and then Uber. Jahan Khanna, cofounder/chief technology officer of Sidecar, spoke of its origin: It was obvious that letting anyone sign up to be a driver would be a big deal. With more drivers, rides would get cheaper and the wait times would get shorter. This came up in many brainstorms at Sidecar, but the question was always, what was the regulatory framework that allows this to operate? What were the prior examples that weren’t immediately shut down? After doing a ton of research, we came onto a model that had been active for years in San Francisco run by someone named Lynn Breedlove called Homobiles that answered our question.22 It’s a surprising fact, but the earliest version of the rideshare idea came not from an investor-backed startup, but rather from a nonprofit called Homobiles, run by a prominent member of the LGBTQ community in the Bay Area named Lynn Breedlove. The service was aimed at protecting and serving the LGBTQ community while providing them transportation—to conferences, bars and entertainment, and also to get health care—while emphasizing safety and community. Homobiles had built its own niche, and had figured out the basics: Breedlove had recruited, over time, 100 volunteer drivers, who would respond to text messages. Money would be exchanged, but in the form of donations, so that drivers could be compensated for their time. The company had operated for several years, starting in 2010—several years before Uber X—and provided the template for what would become a $100 billion+ gross revenue industry. Sidecar learned from Homobiles, implementing their offering nearly verbatim, albeit in digital form: donations based, where the rider and driver would sit together in the front, like a friend giving you a ride. With that, the rideshare market was kicked off.
Andrew Chen (The Cold Start Problem: How to Start and Scale Network Effects)